Upload
others
View
4
Download
0
Embed Size (px)
Citation preview
Seattle Department of Transportation
SEATTLE PEDESTRIAN MASTER PLAN2019-2024 Implementation Plan and Progress Report
MAY 2019
CONTENTS
Chapters
1. Introduction 4 2. PMP Progress 6
3. Project Funding and Costs 14
4. Project Delivery 16
5. Capital Project Selection Framework 17
6. Sidewalk Repair Prioritization Framework 29
7. 2019-2024 Projects 35
8. Accessibility 51
9. Art and Enhancements 53
10. Major Projects with Pedestrian Investments 54
Appendices
Appendix 1: Performance Measures 59
Appendix 2: Strategies and Actions 63
Appendix 3: Art and Enhancements Toolkit 73
4 | SEATTLE DEPARTMENT OF TRANSPORTATION
1. INTRODUCTION
BACKGROUNDMost of us are pedestrians at one time or another during the course of a day. Whether it's a walk to school or the bus stop, a few steps to our car, or a few miles around Green Lake, we walk to get places and to get exercise. Whether we are 8 years old or 80 years old, in a stroller, or navigating streets in a wheelchair, supporting a walkable city that’s safe, vibrant, equitable, and healthy is key to our collective quality of life. It’s also a critical component of achieving Seattle’s Vision Zero goal of ending traffic deaths and serious injuries on city streets by 2030. And a safe, complete pedestrian network will support Seattle’s Age Friendly efforts to make our communities great places to grow up and grow old.
As Seattle continues to grow, how can we become an even more walkable, accessible city for all? That’s the question our Pedestrian Master Plan (PMP) helps to answer, and it’s the vision we work to achieve.
To turn that vision into a reality, the PMP calls for improving walkability and accessibility by completing and maintaining Seattle's pedestrian network, focusing investments on streets near schools and frequent transit. Not only does the PMP aim to increase access and safety for people walking, it also establishes strategies and actions that prioritize vibrant public spaces and complete streets to make walking a more comfortable and enjoyable experience. Additionally, the PMP acknowledges the critical role of awareness campaigns to promote health and safety.
This 2019-2024 PMP Implementation Plan establishes the near-term implementation
strategy of the PMP. Updated in 2017, the PMP is one of four modal master plans funded by the Levy to Move Seattle: pedestrian, bicycle, transit, and freight. Together, they provide a blueprint for guiding safety and mobility investments through a time of unprecedented growth.
The PMP Implementation Plan comprehensively addresses improvements to the pedestrian environment in Seattle. It recognizes that improvements are developed by both public and private stakeholders and identifies projects and programs that, combined with existing facilities, will make considerable progress towards achieving the PMP vision in the next six years.
Since 2016, the Seattle Department of Transportation (SDOT) has advanced PMP implementation with the voter-approved Levy to Move Seattle. This update of the PMP Implementation Plan reflects the levy’s investments in the pedestrian network and covers a 6-year horizon to coordinate with the end of the 9-year levy in 2024.
PURPOSEWith significant gaps in Seattle's pedestrian network, including 26% of blockfaces citywide missing sidewalks, this implementation plan describes the work that SDOT and our partners will undertake to implement the PMP over the next six years. We update the implementation plan each year to:
• Provide an annual list of projects we plan to build
• Serve as an accountability and reporting tool
• Guide future budget requests
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 5
REPORTING REQUIREMENTSConsistent with Council Resolution 31743, this implementation plan will be updated annually by September 1 of each year. Adjustments are made to the project lists and maps to reflect changes to project schedules and project types.
Also, consistent with Council Resolution 31743, the PMP Implementation Plan includes:
• A prioritized list of SDOT's pedestrian capital investments
• A cost and funding summary• A summary of pedestrian-related initiatives• Cost-sharing opportunities with utilities
and private investment
As part of this plan, we also submit an annual progress report with updated performance measures. The PMP Implementation Plan and progress report are developed with input from the Seattle Pedestrian Advisory Board (SPAB).
Commonly Used Acronyms in this ReportAcronym DefinitionPMP Pedestrian Master PlanPIN Priority Investment NetworkSPAB Seattle Pedestrian Advisory BoardBPSA Bicycle and Pedestrian Safety
AnalysisATR Along the RoadwayCTR Crossing the Roadway
6 | SEATTLE DEPARTMENT OF TRANSPORTATION
2. PMP PROGRESS
As Seattle rapidly grows, many new pedestrian improvements are delivered by private development under the Street Improvement Permit process. The City's Land Use Code requires certain developments to install new sidewalks and other amenities that enhance the pedestrian experience. These improvements help accelerate PMP implementation and provide infrastructure that keeps pace with Seattle's growth in pedestrian travel.
SDOT and other public agencies also play a major role in developing and maintaining the pedestrian network through capital projects. This report recognizes the role of other public and private stakeholders in shaping the pedestrian environment, but focuses on SDOT’s role in building out pedestrian projects and delivering high-value safety and mobility improvements
with our available PMP implementation funding. In addition to capital improvements, SDOT is undertaking a range of programmatic actions to achieve PMP goals, which are detailed in Appendix 2.
LEVY TO MOVE SEATTLEIn November 2015, Seattle voters passed a 9-year $930 million transportation levy to help achieve the vision set forth in Move Seattle, which is the City’s 10-year strategic plan for how we will move people and goods throughout Seattle. Move Seattle establishes outcomes that we will achieve and the projects we plan to implement, in accordance with our vision and core values. The levy establishes deliverables focused on implementing the PMP which are a key component of the Move Seattle plan.
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 7
Crossing Improvement Projects
Treatment Type LocationYear
CompletedCurb Bulbs Westlake Ave N & 8th Ave N 2016Pedestrian Signal Terry Ave & James St 2016Curb Bulbs Roosevelt Way NE & NE 42nd S St 2016Rapid Flashing Beacon Roosevelt Way NE & NE 43rd N St 2016Curb Bulbs 30th Ave SW & SW Avalon Way (SW Andover St/SW Yancy St) 2016Curb Bulbs 8th Ave & Denny Way 2016Marked Crosswalk Western Ave & Blanchard St 2016Rapid Flashing Beacon Western Ave & Vine St 2016Marked Crosswalk University Way NE & NE 52nd St 2016Rapid Flashing Beacon Rainier Ave S & S Mead St 2016Rapid Flashing Beacon Rainier Ave S & S Juneau St 2016Rapid Flashing Beacon Airport Way S south of Lander St 2016Curb Ramps 7th Ave & Spring St 2016Curb Ramps Carleton Ave S & S Warsaw St 2016Marked Crosswalk NE 110th St & 36th Ave NE 2016All-Way Stop 5th Ave S & S King St 2016Signalized Crossing Upgrade
Boren Ave & E Yesler Way 2016
Marked Crosswalk 37th Ave NE & NE 135th St 2016Marked Crosswalk and Rapid Flashing Beacon
W Nickerson St (mid-block) 2017
Pedestrian Refuge Island W Nickerson St & W Dravus St 2017Pedestrian Refuge Island W Nickerson St & 11th Ave W 2017Pedestrian Signal Troll Ave N & N 34th St 2017Marked Crosswalks and Curb Bulbs
SW Admiral Way & 59th Ave SW 2017
Pedestrian Signal Aurora Ave N & N 92nd St 2017Pedestrian Signal 2nd Ave & Clay St 2017Pedestrian Signal 2nd Ave & Cedar St 2017Pedestrian Signal Terry Ave & Denny Way 2017Curb Bulbs SW Admiral Way & SW Stevens St 2017Curb Bulbs SW Admiral Way & 61st Ave SW 2017
COMPLETED PROJECTSSince the beginning of the Levy to Move Seattle in 2016, we have made investments throughout the city that address our commitment to improving safety and mobility for pedestrians.
The projects in the tables below were completed since the beginning of the levy and work to expand the citywide network of safe pedestrian routes and facilities.
8 | SEATTLE DEPARTMENT OF TRANSPORTATION
Treatment Type LocationYear
CompletedRapid Flashing Beacon Elliott Ave W & Elliott ER Ave W 2017Pedestrian Signal Yesler Way & 8th Ave 2017Raised Crosswalk S Washington St & Broadway (midblock) 2017Marked Crosswalk and Curb Bulbs
9th Ave & Columbia St 2017
Curb Bulbs SW Admiral Way & 63rd Ave SW 2018Curb Bulbs SW Admiral Way & SW Lander St 2018Curb Bulbs and Rapid Flashing Beacon
Delridge Way SW & SW Findlay St 2018
Rapid Flashing Beacon 6th Ave & Marion St 2018Curb Bulbs and All-Way Stop
20th Ave NW & Leary Way NW 2018
Curb Bulbs Roosevelt Way NE & NE 115th St 2018Marked Crosswalk and Curb Bulbs
Roosevelt Way NE & NE 117th St 2018
Curb Bulbs 2nd Ave S & S Main St 2018All-Way Stop University Way NE & NE 52nd St 2018All-Way Stop University Way NE & NE 55th St 2018All-Way Stop University Way NE & NE 56th St 2018Pedestrian Signal Airport Way S & S Doris St 2018Curb Bulbs Roosevelt Way NE & NE 85th St 2018
TOTAL - 46 Crossing Improvements
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 9
Sidewalk Projects
Project Type Treatment Type LocationYear
CompletedNumber of Blocks
Non-Arterial Sidewalk
Asphalt pathway 16th Ave S between S Dakota St and S Nevada St
2016 2
Non-Arterial Sidewalk
Asphalt pathway 39th Ave S between S Graham St and S Juneau St
2016 2
Non-Arterial Sidewalk
Asphalt pathway 12th Ave S between S Trenton St and S Concord St
2016 0.5
Non-Arterial Sidewalk
Delineated concrete pathway
N 135th between Burke Ave N and Meridian Ave N
2016 1
Non-Arterial Sidewalk
Delineated concrete pathway
S Rose St between Beacon Ave S and 36th Ave S
2016 1
Non-Arterial Sidewalk
Delineated concrete pathway
S Kenyon St between Beacon Ave S and 37th Ave S
2016 1
Non-Arterial Sidewalk
Asphalt pathway 15th Ave NW between Shilshole Ave NW and NW 46th St
2016 0.51
Arterial Sidewalk
Asphalt pathway Airport Way S between S Charlestown St and S Court St
2016 0.3
Non-Arterial Sidewalk
Asphalt pathway 10th Ave S between S Jackson St and S Main St
2017 2
Non-Arterial Sidewalk
Asphalt pathway 46th Ave S between S Cloverdale St and S Henderson St
2017 3
Arterial Sidewalk
Traditional sidewalk S Orcas St between 32nd Ave S and 26th Ave S
2017 6
Arterial Sidewalk
Traditional sidewalk NE Northlake Way between 7th Ave NE and Eastlake Ave E
2017 2
Arterial Sidewalk
Traditional sidewalk NE 83rd St between 28th Ave NE and 25th Ave NE
2017 3
Arterial Sidewalk
Traditional sidewalk 28th Ave NE between NE 82nd and NE 83rd Streets
2017 1
Arterial Sidewalk
Traditional sidewalk NE 95th St between 35th Ave NE and 32nd Ave NE
2017 2
Non-Arterial Sidewalk
Painted pathway 19th Ave NE between NE 130th Pl and NE Brockman Pl
2017 1
Arterial Sidewalk
Traditional sidewalk NE 110th St between 39th Ave NE and 40th Ave NE
2017 1
Arterial Sidewalk
Traditional sidewalk S Holgate St between 6th Ave S and 8th Ave S
2017 1
Arterial Sidewalk
Delineated concrete pathway
S Orcas St between 32nd Ave S and 35th Ave S
2017 2
10 | SEATTLE DEPARTMENT OF TRANSPORTATION
Project Type Treatment Type LocationYear
CompletedNumber of Blocks
Non-Arterial Sidewalk
Asphalt pathway NE 135th St between 15th Pl NE and 20th Ave NE
2017 4
Non-Arterial Sidewalk
Asphalt pathway S Wallace St between 59th Ave S and Dead End
2017 1
Non-Arterial Sidewalk
Delineated concrete pathway
Wabash Ave S between S Rose St and S Cloverdale St
2017 2
Non-Arterial Sidewalk
Delineated concrete pathway
46th Ave S between S Cloverdale St and S Kenyon St
2017 6
Non-Arterial Sidewalk
Asphalt pathway NE 113th St between 34th Ave NE and 35th Ave NE
2017 1
Non-Arterial Sidewalk
Asphalt pathway SW 104th St between 35th Ave SW and 36th Ave SW
2017 1
Arterial Sidewalk
Traditional sidewalk Yesler Way S between 6th Ave S and 8th Ave S
2017 3
Non-Arterial Sidewalk
Traditional sidewalk 37th Ave S between S Cloverdale St and S Kenyon St
2018 3
Non-Arterial Sidewalk
Traditional sidewalk E Lynn St between 18th Ave E and 19th Ave E
2018 0.25
Arterial Sidewalk
Traditional sidewalk Beacon Ave S between S Leo St and S Augusta St
2018 0.5
Non-Arterial Sidewalk
Traditional sidewalk SW Orchard St between SW Myrtle St and Dumar Way SW
2018 2
Arterial Sidewalk
Asphalt pathway E Marginal Way S between 14th Ave S and 16th Ave S
2018 1
Non-Arterial Sidewalk
Painted pathway Terry Ave N between John St and Thomas St
2018 1
Arterial Sidewalk
Asphalt pathway NE 110th St between 35th Ave NE and 36th Ave NE
2018 1
Arterial Sidewalk
Traditional sidewalk 35th Ave SW between SW 100th St and SW 106th St
2018 6
Non-Arterial Sidewalk
Traditional sidewalk NE 120th St between 31st Ave NE and 35th Ave NE
2018 3
Non-Arterial Sidewalk
Traditional sidewalk S Adams St between Letitia Ave S and Rainier Ave S
2018 1
Arterial Sidewalk
Traditional sidewalk Greenwood Ave N between N 137th St and N 145th St
2018 6
Non-Arterial Sidewalk
Traditional sidewalk Mary Ave NW between Holman Rd and NW 92nd St
2018 1
Arterial Sidewalk
Traditional sidewalk Yesler Way between 6th Ave S and 8th Ave S
2018 3
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 11
Project Type Treatment Type LocationYear
CompletedNumber of Blocks
Non-Arterial Sidewalk
Asphalt pathway S Byron St between MLK Jr Way S and Rainier Ave S
2018 2
Non-Arterial Sidewalk
Painted pathway 3rd Ave NE between NE 97th St and NE 100th St
2018 1
Arterial Sidewalk
Traditional sidewalk W Nickerson St between 13th Ave W and the Ballard Bridge
2018 2
Arterial Sidewalk
Asphalt pathway 30th Ave NE between NE 130th St and NE 137th St
2018 7
Non-Arterial Sidewalk
Asphalt pathway 32nd Ave S between S Orcas St and S Graham St
2018 3
Non-Arterial Sidewalk
Asphalt pathway NW 92nd St between 14th Ave NW and 15th Ave NW
2018 2
Non-Arterial Sidewalk
Asphalt pathway Bagley Ave N between N 106th St and N 107th St
2018 1
TOTAL 97.06
* Project not funded by Levy to Move Seattle.
12 | SEATTLE DEPARTMENT OF TRANSPORTATION
COST-EFFECTIVE WALKWAYS
Recognizing that traditional concrete, curb and gutter sidewalks cost $350,000 or more per block to construct, we work to maximize resources and provide sidewalks to more streets as quickly as possible by using lower-cost walkway improvements where feasible. Walkways can often be installed for less than one-half the cost of traditional sidewalks and allow us to use our available resources for pedestrian facilities to provide improvements
across a larger portion of the city. There are a variety of walkway treatments we can use, and selected treatments depend on the street, including the available right of way, drainage needs, impacts to parking, street slope, and the location and number of driveways. We continually explore new and innovative solutions to reduce the cost of sidewalks, and walkway treatments currently in our toolbox include:
Delineated, at-grade asphalt or concrete walkways
Grade-separated asphalt walkways (can be stamped or stained)
Shared space with calmed traffic Painted walkways
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 13
With higher speeds and traffic volumes on arterial streets, our goal is to install grade-separated concrete sidewalks with curb, gutter, and a buffer from moving vehicle traffic. On some arterial streets, there may be occasional opportunities for an incremental approach, where at-grade walkway improvements are completed until full sidewalk, curb, and gutter can be installed. To ensure we're efficiently using PMP implementation and partner funding, we will evaluate all new sidewalk projects for their potential for cost-effective options while prioritizing pedestrian safety and comfort.
The “Sidewalk Projects” table provides an overview of the cost-effective walkways built since the beginning of 2016. As we implement the PMP, we'll continue to use cost-effective walkways where appropriate. Non-arterial residential streets generally have the lowest traffic volumes and are the most ideal locations to provide these treatments while supporting comfortable and inviting spaces for pedestrians. For this reason, cost-effective options will be the standard for all non-arterial streets.
Recent Cost-Effective Walkways
16th Ave S between S Dakota St and S Nevada StNE 135th St between 15th Pl NE and 20th Ave NE
8th Ave S between S Southern St and S Sullivan St Ashworth Ave N between N 122nd St and N 125th St
14 | SEATTLE DEPARTMENT OF TRANSPORTATION
FUNDING ASSUMPTIONSThe PMP implementation strategy leverages the funding provided by the Levy to Move Seattle with other local funds, as well as existing and anticipated grant funding. Many pedestrian improvements are delivered in coordination with our major capital projects, such as arterial repaving (AAC) and RapidRide transit projects. This allows us to package pedestrian projects and most efficiently use our available budget.
The Levy to Move Seattle provides the primary funding source for pedestrian improvement projects, as detailed under the PMP Progress chapter. In addition to annual levy funding, we
fund pedestrian improvements with various other local sources, including revenue from Traffic Safety Cameras, Real Estate Excise Tax, and Vehicle License Fees.
The funding table below includes all sources of funding, as documented in the 2019-2024 Capital Improvement Program.* As we develop our projects, we will continue to coordinate with other capital investment, partner with other agencies, and seek additional funding to support and maximize the scope of our work.
Current funding assumptions are provided in the following table:
3. PROJECT FUNDING AND COSTS
Funding Source 2019 2020 2021 2022 2023 20246-Year Total
ADA Accessibility 8.4 M 6.8 M 5.4 M 4.4 M 4.4 M 4.4 M 33.8 MCrossing Improvements
3.7 M 3.1 M 2.7 M 3.5 M 4.2 M 2.7 M 19.9 M
New Sidewalks 16.0 M 9.3 M 4.7 M 4.0 M 5.4 M 6.0 M 45.4 MSPU Drainage Partnership – BroadviewPedestrian Improvements
1.5 M 3.1 M 3.2 M -- -- -- 7.8 M
Safe Routes to School
2.8 M 2.8 M 5.2 M 2.2 M 2.2 M 2.3 M 17.5 M
Sidewalk Repair 5.7 M 3.8 M 1.6 M 1.7 M 1.7 M 1.3 M 15.8 MStairway Rehabilitation
1.4 M 1.4 M 1.4 M 1.5 M 1.5 M 1.5 M 8.7 M
Total Funding 39.5 M 30.3 M 24.2 M 17.3 M 19.4 M 18.2 M 148.9 M
*Funding includes potential future unsecured grants to align with the 2018 Levy to Move Seattle Workplan.
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 15
COST ASSUMPTIONSWe use data from recent projects to develop cost assumptions for new sidewalk and crossing improvement projects. Project costs vary widely depending on scale (e.g., length of block for new sidewalks), site-specific engineering challenges, design, and delivery method.
As we assess the commitments and deliverables of the Levy to Move Seattle, we are working to develop more accurate cost assumptions for PMP projects. In the past, we have applied a planning-level cost estimate of $350,000 per block for all traditional concrete, curb and gutter sidewalks and $100,000 per block for cost-effective walkways. However, we are revising our estimates to account for rising construction costs. Following the recent Levy to Move Seattle Assessment, we have updated our planning-level budgets for each sidewalk and walkway project based on improved assumptions of construction costs.
Crossing improvement costs vary even more widely, based on the selected treatment. We evaluate each intersection on a case-by-case basis using traffic data and roadway characteristics to determine its feasibility for a crossing improvement and the appropriate treatment for the intersection. The Project Selection Framework chapter details estimated costs for several standard pedestrian crossing treatments, which can range from $10,000 to over $400,000. Once we have a treatment selected for a crossing improvement, we assign a planning-level cost estimate to the project based on these assumed costs.
16 | SEATTLE DEPARTMENT OF TRANSPORTATION
4. PROJECT DELIVERY
We rely on key tools and practices to develop and deliver our projects, including conducting a Complete Streets review, applying the Race and Social Justice Initiative equity toolkit, engaging with the public, and evaluating alternatives. Our public engagement process focuses on soliciting community input to ensure projects achieve their goals while balancing community interests. We describe these tools here and combine them along with guidance in the PMP to direct the project delivery process.
COMPLETE STREETS POLICYPedestrian facilities are an integral aspect of Complete Streets. Established in 2007, the Complete Streets ordinance guides how we develop projects to provide for all users of the roadway. We use a checklist to help us review the needs of other modes, relationships to land use, and the future vision for streets so that we can reflect those needs in our project development. Complete Streets checklists also allow us to identify coordination opportunities with other capital projects and ensure that we are delivering pedestrian improvements efficiently.
RACE AND SOCIAL JUSTICE INITIATIVEThe vision of the City of Seattle’s Race and Social Justice Initiative is to eliminate racial inequity in the community. To do this requires ending individual racism, institutional racism, and structural racism. The Racial Equity Toolkit (RET) lays out a process and a set of questions
to help evaluate and guide project and program development. The toolkit is used at the program level to evaluate and improve program delivery and is also used to evaluate and guide program investments. We are currently using the RET to evaluate the Safe Routes to School program will use the RET later this year for the PMP Crossings program. We will use the results of these analyses to make changes to the program to provide more equitable delivery of services.
PUBLIC OUTREACH AND ENGAGEMENTDuring the planning, design, and construction phases of all our projects, we plan for inclusive public outreach and engagement and strive to balance varying needs presented by comments that we receive at each step of our outreach processes.
We have developed an effective public engagement process built on gathering input from community members about their needs and concerns, presenting them with options that meet project goals and objectives, and incorporating their input along with our expertise and collected data in selecting a design for a particular project.
We use a wide variety of methods to reach stakeholders and community members, including mailers, drop-in events, and taking information to regularly scheduled meetings and events of business and community-based organizations. We will continue working with SPAB and the Department of Neighborhoods to strengthen our public outreach strategies and reach more people in engaging ways, including traditionally underserved communities and communities of color.
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 17
5. CAPITAL PROJECT SELECTION FRAMEWORK
As discussed throughout this plan, pedestrian improvements in Seattle, including new sidewalks, crossing upgrades, and public space enhancements, are delivered by various public and private stakeholders, including utility providers, outside agencies, and private developers. Recognizing that our partners are contributing towards the PMP’s vision, we use a data-informed process to prioritize PMP implementation funding to leverage the contribution of partner projects and equitably deliver the highest value mobility and safety improvements for pedestrians. The following
chapter describes the process we are using to prioritize 6-year investments that move Seattle toward being the most walkable city in the nation.
PIN DEVELOPMENT AND SCORINGThe PMP defines a “Priority Investment Network” (PIN) that identifies the locations most in need of pedestrian improvements and are the focus of our investments. The PIN is comprised of streets and pedestrian crossings that serve as key routes to K-12 public schools and frequent transit stops, as defined by the following walkshed analyses.
Factor Source Scoring¼ mile walkshed to all K-12 Seattle Public Schools
SDOT GIS Scoring is binary: either a segment is included or it is not. There is not a higher weighting for segments that fall within multiple walksheds. A street segment is included within the PIN if any portion of that segment lies within the prescribed walkshed distance to a K-12 Seattle Public School.
Factor Source Scoring
Frequent Transit Network arterials Transit Master Plan
Scoring is binary: either a segment is included or it is not.
Walksheds to Frequent Transit Network stops⅛ mile to frequent bus stops¼ mile to all Bus Rapid Transit (BRT) and
Streetcar stops½ mile around all Light Rail Transit (LRT)
stops½ mile around all existing or planned
transit hubs*
Transit Master Plan
Scoring is binary: either a segment is included or it is not. There is not a higher weighting for segments that fall within multiple walksheds. A street segment is included within the PIN if any portion of that segment lies within the prescribed walkshed distance to a frequent transit stop.
*Transit hubs are where an existing or planned LRT, BRT or streetcar route, as identified in the Transit Master Plan, intersects with at least one other of these routes.
18 | SEATTLE DEPARTMENT OF TRANSPORTATION
The PIN includes: • "Crossing the Roadway" (CTR) locations:
pedestrian crossing opportunities at arterial intersections—a total of 4,293 locations
• "Along the Roadway" (ATR) locations: opportunities to improve pedestrian safety and comfort along blockfaces—a total of 24,105 locations
We also assigned a base score to each street segment and intersection within the PIN that accounts for various health and equity factors (focusing on the City's Race and Social Justice goals), as well as safety factors for arterial streets and intersections. These scores provide the foundation for prioritizing projects for implementation.
FILTERING THE PIN FOR IMPLEMENTATIONThe number of potential projects in the PIN greatly outweighs the funding we expect to have available over the next six years. Additional criteria are needed to filter the PIN and create a data-informed process to select the highest-priority projects that align with the funding available. The PMP directs us to select near-term projects by building upon the quantitative scoring completed during PMP development and adding qualitative factors to the selection process, including leveraging opportunities, policy directives, community interest, and geographic balancing. These quantitative and qualitative
factors provided the basis for selecting projects for the 6-year work plan. Using this project list, we then field checked each project site and adjusted the final list based on the feasibility of constructing an improvement at each location.
Leveraging OpportunitiesThere are several ways we can leverage funding and resources to reduce implementation costs for pedestrian improvements. The first way is through project coordination. Integrating sidewalks, lighting, and crossing improvements into the construction of adjoining capital projects results in significant cost savings and efficient delivery of improvements. The Major Projects Update chapter identifies pedestrian improvements that will be constructed with large capital projects planned throughout Seattle.
We have also developed a process for determining whether PMP funding should be dedicated to future coordinated projects. To evaluate these opportunities, we divided up streets and intersections within the PIN into five tiers based on their total scoring (detailed in the table below). During the scoping phase of new capital projects, we identify any crossings or streets in the top two tiers that are within the boundaries of the capital project. If these streets or intersections warrant pedestrian investments, we will dedicate PMP implementation funding to the project to build out these improvements and incorporate them into our project list.
Project Tiers and Total Scoring RangesProject Type Tier 1 Tier 2 Tier 3 Tier 4 Tier 5
CTR: Unsignalized Intersections
60-90 (max score) 47-59 36-46 25-35 0-24
CTR: Signalized Intersections
66-84 (max score) 56-65 46-55 35-45 18-34
ATR: Arterials 83-115 (max score) 66-82 51-65 37-50 5-36ATR: Non-Arterials 48-69 (max score) 34-47 23-33 13-22 0-12
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 19
We also leverage our own investments by including “gap fillers” into our sidewalk projects. For example, if two blocks missing sidewalks prioritize in the PIN for new sidewalk funding, but are separated by a third block that is also missing sidewalks and does not prioritize, we still package all three blocks of sidewalk for construction. This helps us avoid creating a piecemeal sidewalk network and takes advantage of project coordination and cost saving opportunities.
Federal and state grants provide additional ways to help fund pedestrian infrastructure improvements prioritized in the PIN. As outlined in the PMP, both the State of Washington and the US Department of Transportation offer grant programs designated for non-motorized transportation facilities, which can be used for new sidewalks and crossing improvements.
Policy DirectivesThe Mayor and City Council frequently adopt plans, policies, and resolutions that direct us
to prioritize certain projects or criteria in our implementation strategy. These directives allow elected officials to respond to the needs of their constituents and accelerate top priority projects. We incorporate policy directives into our work plan and reprioritize projects as warranted by Mayor and City Council action.
An example of a policy directive that informed our PMP implementation strategy is the Age-Friendly Communities Resolution (Resolution 31739) adopted by the Mayor and City Council in March 2017. This policy directs us to incorporate age-friendly considerations into the PMP Implementation Plan. To respond to this measure, we've partnered with the Human Services Department (HSD) to develop an additional “age-friendly” scoring factor that accounts for older adult population density (first-mile network) and older adult-focused destinations (last-mile network) throughout Seattle to shift project prioritization based on these factors. This scoring was added to the base PMP scoring.
Category Factor Source ScoringFirst-Mile Network Percent population over
64 years old by census block group
US Census Bureau 0: 0-7% over 64 y/o2: 7-13% over 64 y/o 4: 13-20% over 64 y/o6: 20-32% over 64 y/o8: 32-58% over 64 y/o
Last-Mile Network ¼ mi to congregate meal sites
HSD GIS Scoring is binary: scoring is either 0 or 1 based on inclusion in the congregate meal sites walkshed.
¼ mi to senior centers HSD GIS Scoring is binary: scoring is either 0 or 2 based on inclusion in the senior centers walkshed.
¼ mi to health care facilities
US Department of Health and Human Services
Scoring is binary: scoring is either 0 or 2 based on inclusion in the health care facilities walkshed.
20 | SEATTLE DEPARTMENT OF TRANSPORTATION
Community InterestLocal community members and stakeholders often express interest in pedestrian improvements that are considered priority projects for their neighborhood. To determine which neighborhood priorities should be included in the PMP work plan, we monitor public requests for improvements and balance this with the project’s PIN scoring on a case-by-case basis. Projects with community backing that rank within the top two PIN tiers are reprioritized for implementation in the PMP project list as funding is available. We also look at neighborhood plans and transportation studies to determine which requested projects have been identified as community priorities.
To assist with community requested projects, we leverage partnerships with the City’s community grant programs, including Neighborhood Street Fund, Neighborhood Matching Fund, and Your Voice, Your Choice, to identify community priorities. We contribute PMP implementation funding to these projects where warranted by PIN scoring and where grant funding is unable to cover the full cost of the projects.
Geographic BalancingIn addition to selecting projects based on health, equity, safety, and age-friendly factors, we ensure
that the project list achieves a sound geographic balance without undermining its focus on equity. The PIN map on pages 26-28 highlights the geographic discrepancies in the existing pedestrian network. For example, North Seattle has the greatest gaps in the arterial sidewalk network while South Seattle has a significant number of missing sidewalks on non-arterial streets. This data helps to inform our distribution of project types to ensure that we invest in projects where they are most needed.
After applying all scoring factors to the CTR and ATR locations on the PIN, including the equity/health score, the age-friendly score, and the urban village score (explained in detail below), we found that the distribution of projects were well-balanced citywide with most projects allocated to areas with less-developed pedestrian networks. No additional adjustments were made to redistribute projects geographically.
PRIORITIZATION OF PROJECT TYPESTo develop the final project selection for the PMP work plan, we separated CTR and ATR projects into four project types (shown in the table below) that correspond to the type of improvement(s) that would be made at each location and the budget necessary to implement these projects:
Project Treatments and Estimated Costs*Project Types Treatments Estimated Cost
CTR: Unsignalized Intersections
New Signal (Full) $350,000 - $500,000New Signal (Pedestrian) $250,000 - $400,000Rectangular Rapid Flashing Beacons $50,000/pairNew Crosswalk Striping with Signs $5,000 - $10,000Pedestrian Refuge Island $10,000 - $30,000Curb Bulb/Curb Extension $40,000 - $150,000/cornerPainted Curb Extension $10,000 - $15,000/cornerCurb Ramp $15,000 - $20,000/ramp
CTR: Signalized Intersections
Signal Timing Revisions $5,000 - $50,000Turn Restrictions $3,000 - $10,000Curb Bulb/Curb Extension $40,000 - $150,000/corner
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 21
Other PMP-funded improvements, including new stairs and pathways, Safe Routes to School projects, pedestrian lighting, and sidewalk repair, use separate prioritization processes to meet specific program needs.
Crossing the Roadway: Unsignalized IntersectionsIntersections undergo extensive case-by-case evaluations to determine whether a pedestrian crossing is appropriate. If an intersection meets our guidelines for a crossing, we evaluate what treatments should be installed to best enhance safety for pedestrians. We look at factors such as traffic speeds and volumes, pedestrian volumes, the number of roadway lanes, and the distance to the nearest controlled crossing when identifying crossing improvements. For this reason, we are not able to scope every individual crossing treatment to be implemented over the next five years based on our existing data alone. Instead, we use the PMP scoring to select intersections to evaluate for crossings.
With existing unsignalized intersections, we know that providing crossings on streets with more than three lanes of vehicle traffic typically requires a new traffic signal due to the risk of a multiple threat collision—a situation on multi-lane streets where a driver in one lane stops for a pedestrian, obscuring the view between the driver in the adjacent lane and the pedestrian. The pedestrian continues to cross the street and a collision occurs as the driver in the second lane continues through the crosswalk. Streets with three or fewer lanes, however, may only need a simple marked crosswalk, curb extension, or flashing beacon, which are significantly less costly treatments. For this reason, we separated these two types of crossings when selecting intersections to evaluate.
In our prioritization process, we also included a binary scoring factor (score of either 0 or 5) based on whether the intersection was identified as a “higher priority intersection for pedestrians” in our Bicycle and Pedestrian Safety Analysis
Added BPSA & age-friendly score to PMP score
Selected top projects for evaluation based on total score
Selected top projects for evaluation based on total score
Unsignalized PIN Intersections
Crossings with >3 lanes Crossings with ≤3 lanes
Project Types Treatments Estimated CostATR: Arterials Traditional Sidewalks $350,000 - $800,000/blockfaceATR: Non-Arterials Painted Walkways $15,000 - $30,000/blockface
Separated Concrete or Asphalt Walkways $50,000 - $120,000/blockface*Estimated costs are for the current year and are not adjusted for inflation.
22 | SEATTLE DEPARTMENT OF TRANSPORTATION
Signalized PIN Intersections
Selected only BPSA Intersections
Added age-friendly score to the PMP score
Selected top projects for evaluation based on total score
Arterial PIN Segments
Selected segments missing sidewalks on at least one side of the street
Added urban village score to the PMP score
Added age-friendly score to thePMP score
Selected top projects for plan based on total score
(BPSA). The BPSA examines collision patterns to proactively identify locations and prioritize safety improvements with the goal of preventing future crashes. We added the BPSA score to the PMP base score and age-friendly score to produce a total score to use in selecting the intersections to evaluate.
Crossing the Roadway: Signalized IntersectionsMost of the higher priority intersections in the BPSA are existing signalized intersections. Recognizing that these intersections have characteristics correlated with higher rates of pedestrian collisions, we're focusing our signalized intersection investments only at these locations. Using strategies such as leading pedestrian intervals, turn restrictions, protected turning movements, countdown signals, and curb extensions, we selected about 20 signalized intersections per year for evaluation.
The Vision Zero program is currently conducting a citywide evaluation of intersections that could be improved with leading pedestrian intervals and other signal modifications. This evaluation includes all of the signalized intersections on the PMP 6-year project list. The results of this evaluation will determine the implementation
strategy and treatment deployed at each signalized intersection.
Along the Roadway: ArterialsTo complete the prioritization of arterial blocks for new sidewalk construction, we started with all arterial blocks within the PIN, then selected all blocks that were missing sidewalks on at least one side of the street, recognizing that arterials are high priority for full sidewalk construction on both sides of the street.
Consistent with Seattle’s Comprehensive Plan, Seattle 2035, we further prioritized sidewalk development around urban centers and urban villages by adding a binary scoring factor (score of 0 or 15) to street segments within or adjacent to residential urban villages, hub urban villages, urban centers, or urban center villages. These are places with a higher density of people living and walking. These are also places where 80% of pedestrian collisions occur. The map on page 26 shows the PIN overlaid on Seattle's urban villages and urban centers.
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 23
With the urban village scoring included, we then added the age-friendly score and field checked the top-scoring blocks to remove blocks that wouldn't provide the highest value for near-term investments. These include blocks that are not feasible or desirable to construct a sidewalk, such as freeway on/off-ramps, or blocks that don't provide connections to other existing sidewalks or destinations.
Along the Roadway: Non-ArterialsWe selected non-arterial sidewalk projects using largely the same process as arterials, but focused only on blocks missing sidewalks on both sides of the street. We also included an additional filtering factor that removed all dead-end blocks from our prioritization. This is based on the assumptions that dead end streets offer a more comfortable pedestrian environment due to lower vehicle volumes.
Non-arterial PIN Segments
Selected segments missing sidewalks on both sides of the street
Removed segments on dead end streets
Added urban village score to thePMP score
Added age-friendly score to thePMP score
Selected top projects for plan based on total score
Sidewalk Development on Aurora Ave NThere are currently about 30 blocks of missing sidewalk along the Aurora Ave N corridor. While this corridor scores highly in the PIN, supports frequent transit, and offers connections to housing and businesses, the costs to implement new sidewalks along Aurora Ave N exceed our available funding due to long blocks and available right of way. As a result, we plan to study pedestrian and traffic safety alternatives along the corridor over the next six years with the goal of locating additional funding for implementation.
Off-Street Stairways and PathwaysStairs and pathways in unimproved rights of way can provide people with access to key destinations in areas where the existing street network doesn't offer an easy or direct connection. While only a small portion of PMP implementation funding is used to open rights of way with new stairs and walkways, we have developed a prioritization framework for where these investments should occur.
Starting with all unimproved rights of way within the PIN, we removed all areas that would not provide a reasonable stair or walkway connection, such as areas of right of way that do not connect to existing streets. With a list of potential stair and walkway sites, we added the PMP’s health/equity score to each site as well as a “network score” that measures the reduced walking distance by adding a new stair or walkway connection versus using the existing street network. Based on this total scoring, we selected the top projects
24 | SEATTLE DEPARTMENT OF TRANSPORTATION
Unopened Right of Way within PIN
Removed areas not feasible for newstairs or pathways
Added network score and health/equity score to remaining pathways
Selected top projects for plan based on total score
for implementation while ensuring geographic balance throughout Seattle. Although the scoring system differs for new stairways and pathways, the project list for these off-street connections has been added to the project list for non-arterial sidewalk projects. This allows us to more clearly show how these projects integrate with the implementation plan for new sidewalks.
SAFE ROUTES TO SCHOOL PROJECTSThe Safe Routes to School program builds and improves infrastructure to support safe school environments. While the program focuses on pedestrian safety improvements near schools, it is funded separately from PMP implementation projects.
To make sure that we're responsive to school safety needs, we use a school-based prioritization process for Safe Routes to School projects, rather than a project-based prioritization. This process, which we established in the Safe Routes to School Action Plan, uses the average PMP score for street segments and intersections within a 600-foot walking radius around each school. It applies additional safety and equity criteria to identify the highest priority schools where Safe Routes to School infrastructure funding will be focused. This helps us direct investment to the schools with the greatest needs.
We prioritized schools separately for Along the Roadway and Crossing the Roadway projects due to the differing safety needs at schools across the city. With this prioritization, we created two separate lists of priority schools for the program. Schools with higher scores are higher priorities for improvements.
Along the Roadway Prioritization Criteria for Safe Routes to School ProjectsCategory Measure Points
System completeness Current network completeness, based on the average PMP score for all street segments within the school area
50
Equity Percentage of students at the school within communities of color 40Safety Bicycle and pedestrian collisions from past three years within
school area10
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 25
Crossing the Roadway Prioritization Criteria for Safe Routes to School ProjectsCategory Measure Points
System completeness Current network completeness, based on the average PMP score for all intersections within the school area
50
Equity Percentage of students at the school within communities of color 40Safety Bicycle and pedestrian collisions from past three years within
school area10
PEDESTRIAN LIGHTINGPedestrian lighting is necessary for navigation and providing visibility and security in spaces where people walk. While we have funded small-scale pedestrian lighting for several projects in areas of need, there is no longer a dedicated Pedestrian Lighting Program to fund widescale installation of new lighting.
Responding to this need, the PMP directs us to identify funding sources to more commonly provide pedestrian lighting as part of SDOT capital projects. Until a new funding source is secured, pedestrian lighting will be integrated into projects where funding is available and will be based on the recommendations and priority areas outlined in the 2012 Pedestrian Lighting Citywide Plan.
26 | SEATTLE DEPARTMENT OF TRANSPORTATION
Lege
nd Arte
rial M
issi
ng S
idew
alk
Non
-Arte
rial M
issi
ng S
idew
alk
Arte
rial
Non
-Arte
rial
Hub
Urb
an V
illag
eR
esid
entia
l Urb
an V
illag
eU
rban
Cen
ter
Urb
an C
ente
r Vill
age
Prio
rity
Inve
stm
ent
Netw
ork
and
Seat
tle's
Urb
an
Villa
ge N
etw
ork
(Nor
th S
ecto
r)
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 27
Lege
nd Arte
rial M
issi
ng S
idew
alk
Non
-Arte
rial M
issi
ng S
idew
alk
Arte
rial
Non
-Arte
rial
Hub
Urb
an V
illag
eR
esid
entia
l Urb
an V
illag
eU
rban
Cen
ter
Urb
an C
ente
r Vill
age
Prio
rity
Inve
stm
ent
Netw
ork
and
Seat
tle's
Ur
ban
Villa
ge N
etw
ork
(Cen
tral
Sec
tor)
28 | SEATTLE DEPARTMENT OF TRANSPORTATION
Lege
nd Arte
rial M
issi
ng S
idew
alk
Non
-Arte
rial M
issi
ng S
idew
alk
Arte
rial
Non
-Arte
rial
Hub
Urb
an V
illag
eR
esid
entia
l Urb
an V
illag
eU
rban
Cen
ter V
illag
e
Prio
rity
Inve
stm
ent N
etw
ork
and
Seat
tle's
Urb
an V
illag
e N
etw
ork
(Sou
th S
ecto
r)
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 29
6. SIDEWALK REPAIR PRIORITIZATION FRAMEWORK
Sidewalk repair is critical for making sure the pedestrian network is accessible for all pedestrians. After completing the citywide sidewalk condition assessment in 2017, we added a proactive approach to our existing repair and maintenance program. The following section describes the prioritization framework for sidewalk repairs using this new data source. The goal of the prioritization effort is to provide the highest value of safety and mobility improvements to the community, given a finite program budget.
Observations collected through the condition assessment included cracks, uplifts, cross-slopes, obstructions, and other safety risks and mobility impairments. In addition, our comprehensive sidewalk inventory data includes the proximity of the sidewalk to important destinations, such as health facilities, government services, schools, transit, and commercial centers. We will use this proximity
data to assess the usage value of each block of sidewalk.
DETERMINING POTENTIAL SIDEWALK REPAIRSThe condition assessment data located and measured the height of uplifts, obstructions, cross-slopes, missing sections, and other information to help us determine potential cost for repair. With this data, we can assess which repairs would provide the highest value improvements in safety and mobility at the lowest cost. The lowest cost means to improve safety and mobility —which can be used on an interim basis—include asphalt shims (i.e., wedges) or beveling (i.e., sawcutting) an uplift. As described below, these mitigation measures are factored into our sidewalk repair prioritization process.
Data Collected The table below shows examples of the types of observations that have been collected.
Attribute & Image
Description
Uplift A vertical change in height along a sidewalk that exceeds ½ inch at its highest
point. This can either occur at areas where the different panels of the sidewalk meet, or at locations where the sidewalk has cracked.
Cracking Locations where the paved surface of the sidewalk has cracked and shows signs of
crumbling and/or movement.
30 | SEATTLE DEPARTMENT OF TRANSPORTATION
Attribute & Image
Description
Settling The sinking of sidewalk panels that creates vertical height differences on either
side of the panel.
Fixed Obstructions Fixed obstructions are those objects that reduce sidewalk width to less than 36".
These include transit shelters, utility poles, fencing, hydrants, and non-flush utility vault lids.
Vegetation Obstruction Like fixed obstructions, these obstructions reduce the horizontal clearance of the
sidewalk to below 36". In this case, this is caused by overgrowth of vegetation near the sidewalk.
Vertical Obstruction Vertical obstructions are those objects that are between 27" and 80" in height,
but extend more than 12" over the sidewalk. These can be fixed like awnings from businesses or cafes, or they can be vegetation such as tree branches.
Sidewalk Repair Prioritization MethodologyThe goal of the prioritization model is to provide the best value to the community given a limited repair budget. We'll score each sidewalk on a scale of low, medium, and high in four categories:
1. Safety score2. Mobility impairment score3. Cost score4. Usage
The safety risk score weighs the potential injury risk to someone traveling on a sidewalk. For example, an uplift greater than 2 inches would receive a “high” safety risk score.
The mobility impairment score captures the hindrance to people with limited walking abilities (e.g., those with wheelchairs or mobility devices). For example, a fixed utility pole that reduces the walking surface to less than 36 inches on either side of the pole would receive a “high” mobility impairment score.
The cost score indicates the relative expense to correct the sidewalk safety risk or mobility impairment condition. For example, an uplift greater than 2 inches that requires complete sidewalk reconstruction would receive a “low” cost score. A high cost repair gets a low priority cost score, while a low-cost repair gets a high priority cost score.
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 31
High LowSafety Risk ScoreLift,Settlement,cracks, gaps
Mobility ImpairmentScoreObstruction, minimum passable width and height, cross-slope
Cost ScoreMaintenance, repair, replacement
Usage ScoreProximity to ADA Title II identified facilities
32 | SEATTLE DEPARTMENT OF TRANSPORTATION
The usage score concerns the number and purpose of sidewalk users. Sidewalks that serve important and high demand facilities (identified in Title II of the ADA) are prioritized. These facilities include government facilities (community centers, libraries, parks, social services), healthcare services/hospitals, transit stations and corridors, employment centers, schools, and housing for older adults and people with disabilities. For example, a sidewalk near hospitals, schools, and transit will receive a “high” usage score.
After the sidewalks have been scored using this prioritization framework, a variety of additional factors are considered in the final selection process to meet other citywide and departmental policies and objectives, including race and social justice objectives and coordination with the PIN and other city programs.
SIDEWALK SAFETY, ENFORCEMENT, AND REPAIR PRIORITIZATIONBuilding upon the sidewalk repair prioritization model, we developed several variations of the prioritization model described above to tailor to the specific needs of our Sidewalk Safety Repair Program. These are comprised of four task-specific prioritization models that serve as a basis for the proactive work managed by the program and were created using sidewalk condition assessment data, work order data, asset management data, and the dataset used to create the usage score described above.
The work of the Sidewalk Safety Repair Program falls into three general categories (i.e., safety, enforcement, repair), and the task-specific variations of the prioritization model include:
• Safety: “Mitigation” repairs such as shimming and beveling
• Repair: Permanent repairs completed by the Sidewalk Safety Repair Program that involve removal and replacement of damaged sidewalk
• Enforcement: Privately-maintained vegetation overgrowth
• Enforcement: Obstacles in the right of way that generally require a Street Use permit
SafetyEnforcement
(Accessibility) RepairRisk Safety Maintenance
Vegetation Overgrowth
Permitted Accessibility Issues
SSRP Sidewalk Priority Model (Renewal and Notification)
Risk SafetyMaintenance i.e.,
“Makesafe” Repairs
Safety Mobility Cost Use
Task Specific Priority Model Weighting
VegetationOvergrowth
Obstacles - Permits Required
SSRP Sidewalk Repair
50% 50%
25%
25%
50% 50%
50% 10%
45%
45%
Safety Model50% Safety Score/50% Usage ScoreThis model is used to guide a proactive sidewalk shim and bevel program. The purpose of efforts associated with mitigation repairs is to cost effectively minimize sidewalk uplifts and other differences in grade to minimize trips and falls. The likelihood of a trip or fall occurring increases with use. Therefore, the model includes information on pedestrian generators to prioritize locations that are expected to have higher pedestrian traffic. This model equally weights safety factors and usage.
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 33
Factors considered include:• Usage score dataset• Vertical level changes (e.g., uplifted
sidewalk, settling sidewalk)• Sidewalk surface conditions (e.g., sidewalk
cracking and gaps)• Sidewalk obstructions from trees or transit
stops
Enforcement ModelTwo models were developed to enforce accessibility issues in the pedestrian clear zone. One model considers private vegetation encroachments and the other considers obstructions requiring a permit, which are forwarded to our Street Use division.
Vegetation Overgrowth50% Mobility Score/50% Cost ScoreThis model is used to guide the enforcement of accessibility issues originating from private property or from the planting strip that is generally the responsibility of the adjacent property owner. The model prioritizes low-cost, high-impact accessibility issues, which a property owner would be most likely to fix upon notice. For example, sweeping gravel or cutting vegetation would be a minimal cost to a property owner compared to moving a rockery or fence.
Factors considered include:• Sidewalk obstruction from vegetation• Gravel, debris, or moss on sidewalks
Accessibility/Sidewalk Obstructions25% Safety Score/50% Mobility Score/25% Usage ScoreThis model is used to prioritize sidewalks with accessibility issues related to privately-owned obstructions that are or should be regulated by a Street Use permit.
Factors considered include:• Usage score dataset• Sidewalk obstructions from fixed
encroachments (e.g., street furnishings, sidewalk cafés, signs)
• Vertical level changes from non-flush utility vaults
• Loose pavers and bricks
Repair Model45% Safety Score/10% Cost Score/45% Use ScoreThis model is the foundation for renewal projects (i.e., removal and replacement of existing sidewalks) for the Sidewalk Safety Repair Program. In addition to data collected in the sidewalk condition assessment, we incorporated existing work management data.
During the 2017 Sidewalk Condition Assessment, vertical level changes were not collected if a sidewalk shim was already present. For the purposes of Sidewalk Safety Repair Program renewal projects, it is essential to know where shims have been installed. The data on sidewalk shim installation exists only in our work management system, which was merged with the sidewalk condition assessment data to provide a more complete dataset for the prioritization model.
Factors considered include:• Usage score dataset• Work management data (i.e., location of
existing shims)• Vertical level changes (e.g., uplifted
sidewalk, settling sidewalk)• Sidewalk surface conditions (e.g., sidewalk
cracking and gaps)
34 | SEATTLE DEPARTMENT OF TRANSPORTATION
MITIGATION REPAIR PILOTSDOT has recently made efforts to more efficiently complete mitigation repairs (i.e., shims and bevels) to minimize trips and falls on uneven sidewalks. Rather than using the prioritization model as is, we identified grids or areas for our crews to concentrate their efforts. We found that it is much more efficient to address several blocks in one area than complete blocks in different areas based entirely on prioritization. Therefore, during a recent three-week shim emphasis event in 2018, we considered the prioritization model results, existing open work orders, locations in urban villages, and race and social justice factors to identify 22 grids for shimming work.
During the shim emphasis event, our crews placed 2,760 shims on 489 sidewalks and a contractor beveled 124 locations on 31 sidewalks. In 2017 and 2016, we were able to place 1,063 shims on 276 sidewalk blocks and 1,683 shims on 371 sidewalk blocks, respectively.
2018 has been the first year using the prioritization models for sidewalk repair, and we expect they will need to be adjusted or tweaked after some use as we find needs for improvement. We also know that we will continue to partner on capital projects such as Arterial Asphalt & Concrete (AAC) paving projects to gain efficiencies with contractor-led construction.
Our concrete construction crews have been tasked to build about 300 curb ramps per year. The Sidewalk Safety Repair Program also partners with this construction and repairs sidewalk at an estimated 20-25% of the curb ramp projects. This partnership is efficient as it takes advantage of an existing mobilitzation and allows the crews to repair the sidewalk adjacent to the curb ramps while on site.
Since the sidewalk repair prioritization process is so new and the Sidewalk Safety Repair Program has focused on mitigation repairs and partnerships, a list of future repair projects is not yet available. We expect a list of potential projects to be developed by the end of 2018.
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 35
7. 2019-2024 PROJECTS
The following chapter contains the list of projects selected for implementation between 2019 and 2024, the final year of funding under the Levy to Move Seattle. These project lists frequently change due to updated project feasibility analyses and shifts in project schedules and budgets. Changes will be reflected annually in each PMP Implementation Plan update. For ease of
review and discussion, the project list and maps are organized by project type (unsignalized intersections, signalized intersections, arterial sidewalks, and non-arterial sidewalks). The lists of selected intersections are extensive and reflect all intersections that will be evaluated for crossing improvements over the implementation plan's 6-year horizon.
Unsignalized Crossings and Crossing Evaluations
IntersectionTotal Intersection
Score Crossing Improvement201910th Ave S & S Jackson St 69 New Signal15th Ave S & S Columbian Way & S Oregon St 65 New Signal29 Ave E & E Madison St 55 New Signal15th Ave NE & NE 70th St 28 Marked Crosswalk15th Ave NE & NE 62nd St 27 Marked Crosswalk15th Ave NE & NE 68th St 23 Rapid Flashing Beacon15th Ave NE & NE 66th St 28 Rapid Flashing Beacon35th Ave SW & SW Graham St 63 New SignalRainier Ave S & Cornell Ave S N/A Curb BulbsStone Way N & N 41st St 57 Curb BulbsE Green Lake Way N & NE Ravenna Blvd S 47 Rapid Flashing Beacon18th Ave S & S Jackson St 74 New Signal18th Ave E & E Madison St 65 New SignalBoren Ave & Columbia St 81 New Signal33rd Ave NE & NE 125th St 67 New Signal2019 TOTAL - 15 Intersections2020Sand Point Way NE & NE 77th St 30 Rapid Flashing BeaconRoosevelt Way NE & NE 103rd St 50 New Signal15th Ave S & Spokane St Turn Road 64 Marked CrosswalkRenton Ave S & S Rose Ct 65 Evaluate for Crossing UpgradeE Pine St & Boylston Ave 58 Evaluate for Crossing Upgrade
36 | SEATTLE DEPARTMENT OF TRANSPORTATION
Unsignalized Crossings and Crossing Evaluations
IntersectionTotal Intersection
Score Crossing ImprovementE Pike St & Belmont Ave 66 Evaluate for Crossing Upgrade33rd Ave S & S Graham St 69 Evaluate for Crossing UpgradeAurora Ave N & N 127th St 71 Evaluate for Crossing UpgradeAurora Ave N & N 137th St 72 Evaluate for Crossing UpgradeAurora Ave N & N 60th St 72 Evaluate for Crossing UpgradeAurora Ave N & N 109th St 75 Evaluate for Crossing UpgradeLake City Way NE & NE 135th St 79 New Signal2020 TOTAL - 12 Intersections2021Maynard Ave S & S Charles St 57 Curb BulbsNE 117th St & Pinehurst Way NE 72 New Signal12th Ave S & S Cloverdale St 58 Marked CrosswalkAshworth Ave N & N 130th St 56 New Signal9th Ave & Marion St 61 Evaluate for Crossing UpgradeStone Way N & N 44th St 57 Evaluate for Crossing UpgradeEvanston Ave N & N 130th St 57 Evaluate for Crossing Upgrade8th Ave SW & SW Cambridge St 56 Evaluate for Crossing UpgradeCalifornia Ave SW & SW Brandon St 61 Evaluate for Crossing UpgradeDelridge Way SW & SW Cambridge St 58 Evaluate for Crossing UpgradeSummit Ave & Seneca St 58 Evaluate for Crossing Upgrade33rd Ave E & E Madison St 57 Evaluate for Crossing Upgrade16th Ave S & S Jackson St 68 Evaluate for Crossing Upgrade12th Ave NE & NE 145th St 69 Evaluate for Crossing UpgradeE Pike St & Boylston Ave 63 Evaluate for Crossing UpgradeE Pine St & Belmont Ave 57 Evaluate for Crossing UpgradeMeridian Ave N & College Way N 59 Evaluate for Crossing UpgradeSW Admiral Way & 62nd Ave SW 67 Evaluate for Crossing Upgrade12th Ave S & S Cloverdale St 58 Evaluate for Crossing Upgrade5th Ave NE & NE 117th St 59 Evaluate for Crossing UpgradeGreenwood Ave N & N 127th St 70 Evaluate for Crossing UpgradeGreenwood Ave N & N 140th St 70 Evaluate for Crossing UpgradeBoylston Ave & Seneca St 61 Evaluate for Crossing Upgrade2021 TOTAL - 23 Intersections
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 37
Unsignalized Crossings and Crossing Evaluations
IntersectionTotal Intersection
Score Crossing Improvement2022Garlough Ave SW & SW Admiral Way 55 Evaluate for Crossing Upgrade3rd Ave NE & NE 100th St 55 Evaluate for Crossing Upgrade3rd Ave S & S Washington St 55 Evaluate for Crossing Upgrade6th Ave S & S King St 56 Evaluate for Crossing Upgrade6th Ave S & S Washington St 54 Evaluate for Crossing UpgradeSeward Park Ave S & S Fisher Pl 55 Evaluate for Crossing Upgrade4th Ave NE & NE 100th St 54 Evaluate for Crossing Upgrade11th Ave NE & NE Northgate Way 65 Evaluate for Crossing UpgradeDelridge Way SW & 18th Ave SW 56 Evaluate for Crossing UpgradeE Pike St & Summit Ave 56 Evaluate for Crossing Upgrade4th Ave S & S Hanford St 64 Evaluate for Crossing Upgrade36th Ave S & S Genesee St 55 Evaluate for Crossing Upgrade9th Ave SW & SW Trenton St 54 Evaluate for Crossing Upgrade16th Ave SW & SW Orchard St 55 Evaluate for Crossing Upgrade6th Ave S & S Weller St 56 Evaluate for Crossing Upgrade6th Ave S & S Lane St 56 Evaluate for Crossing Upgrade8th Ave NW & NW 73rd St 55 Evaluate for Crossing UpgradeAlbion Pl N & N 34th St 55 Evaluate for Crossing UpgradeSW Admiral Way & 48th Ave SW 55 Evaluate for Crossing UpgradeAirport Way S & S Massachusetts St 67 Evaluate for Crossing Upgrade37th Ave S & S Orcas St 55 Evaluate for Crossing Upgrade46th Ave S & S Orcas St 54 Evaluate for Crossing Upgrade60th Ave SW & Alki Ave SW 56 Evaluate for Crossing UpgradeMinor Ave & Olive Way 55 Evaluate for Crossing UpgradeOccidental Ave S & S King St 55 Evaluate for Crossing Upgrade28th Ave S & S Graham St 55 Evaluate for Crossing UpgradeDexter Ave N & John St 66 Evaluate for Crossing UpgradeAurora Ave N & N 140th St 65 Evaluate for Crossing Upgrade2022 TOTAL - 28 Intersections2023SW Admiral Way & 51st Ave SW 53 Evaluate for Crossing Upgrade6th Ave & Yesler Way 53 Evaluate for Crossing UpgradeDayton Ave N & N 130th St 52 Evaluate for Crossing UpgradeLinden Ave N & N 68th St 53 Evaluate for Crossing Upgrade
38 | SEATTLE DEPARTMENT OF TRANSPORTATION
Unsignalized Crossings and Crossing Evaluations
IntersectionTotal Intersection
Score Crossing Improvement10th Ave S & S Cloverdale St 64 Evaluate for Crossing UpgradeMeridian Ave N & N 107th St 53 Evaluate for Crossing UpgradeWestern Ave & Bell St 54 Evaluate for Crossing Upgrade15th Ave S & S Lander St 53 Evaluate for Crossing UpgradeCalifornia Ave SW & SW Findlay St 54 Evaluate for Crossing UpgradeBroadway & E Spruce St 53 Evaluate for Crossing Upgrade15th Ave NE & NE 56th St 52 Evaluate for Crossing Upgrade35th Ave S & S Myrtle Pl 63 Evaluate for Crossing Upgrade15th Ave E & E Union St 53 Evaluate for Crossing UpgradeMary Ave NW & NW 85th St 53 Evaluate for Crossing Upgrade41st Ave S & S Genesee St 53 Evaluate for Crossing Upgrade5th Ave NE & NE 115th St 64 Evaluate for Crossing Upgrade25th Ave S & S Jackson St 63 Evaluate for Crossing UpgradeMinor Ave & Denny Way 64 Evaluate for Crossing Upgrade1st Ave W & W Roy St 52 Evaluate for Crossing Upgrade1st Ave & Warren Pl 64 Evaluate for Crossing Upgrade1st Ave & Battery St 64 Evaluate for Crossing UpgradeAurora Ave N & Valley St 63 Evaluate for Crossing Upgrade3rd Ave SW & Olson Pl SW 64 Evaluate for Crossing Upgrade2023 TOTAL - 23 Intersections2024Dexter Ave N & Garfield St 52 Evaluate for Crossing UpgradeLake City Way NE & Ravenna Ave NE 52 Evaluate for Crossing UpgradeMercer St & Taylor Ave N 52 Evaluate for Crossing UpgradeRainier Ave S & S Rose St 52 Evaluate for Crossing UpgradeMinor Ave & Seneca St 52 Evaluate for Crossing UpgradeRainier Ave S & S Eddy St 52 Evaluate for Crossing UpgradeBeacon Ave S & S Brighton St 52 Evaluate for Crossing UpgradeBoylston Ave E & E Olive Way 52 Evaluate for Crossing UpgradeHarris Pl S & S McClellan St 52 Evaluate for Crossing Upgrade17th Ave NE & NE 125th St 52 Evaluate for Crossing Upgrade35th Ave SW & SW Cloverdale St 52 Evaluate for Crossing Upgrade20th Ave SW & Delridge Way SW 52 Evaluate for Crossing Upgrade43rd Ave S & S Othello St 52 Evaluate for Crossing Upgrade14th Ave S & Beacon Ave S 52 Evaluate for Crossing Upgrade
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 39
Unsignalized Crossings and Crossing Evaluations
IntersectionTotal Intersection
Score Crossing Improvement23rd Ave S & S Forest St 52 Evaluate for Crossing Upgrade7th Pl S & S Lander St 52 Evaluate for Crossing Upgrade8th Ave S & S Lander St 52 Evaluate for Crossing Upgrade36th Ave SW & SW Avalon Way 52 Evaluate for Crossing UpgradeFairview Ave N & Mercer SR St 52 Evaluate for Crossing Upgrade12th Ave NE & NE 125th St 52 Evaluate for Crossing Upgrade8th Ave NW & NW 92nd St 52 Evaluate for Crossing Upgrade2024 TOTAL - 21 Intersections
40 | SEATTLE DEPARTMENT OF TRANSPORTATION
Signalized Crossing Evaluations
IntersectionTotal Intersection
Score2019Sand Point Way NE & NE 74th St 476th Ave & Cherry St 74Rainier Ave S & S Cloverdale St 61Denny Way & Fairview Ave 735th Ave S & S Main St 77Lake City Way NE & NE 127th St 748th Ave S & S Jackson St 75Rainier Ave S & S Henderson St 655th Ave S & S Washington St 77Lake City Way NE & NE 125th St 761st Ave S & S Hanford St 841st Ave S & S Lander St 846th Ave S & S Jackson St 775th Ave S & S Jackson St 774th Ave S & S Lander St 79M L King Jr WR Way S & S Othello St 777th Ave & James St 746th Ave & James St 74Boren Ave S & Rainier Ave S 76Aurora Ave N & N 130th St 739th Ave & James St 741st Ave & Pine St 762019 TOTAL - 22 Intersections2020Corliss Ave N & N Northgate Way 665th Ave NE & NE 103rd St 49Lake City Way NE & Erickson Pl NE 70Lake City Way NE & NE 95th St 422nd Ave S & S Washington St 70Maynard Ave S & S Dearborn St 703rd Ave & Pine St 705th Ave NE & NE Northgate Way 707th Ave S & S Jackson St 724th Ave & Union St 70
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 41
Signalized Crossing Evaluations
IntersectionTotal Intersection
Score4th Ave S & S Jackson St 704th Ave S & S Main St 70Lake City Way NE & NE 130th St 724th Ave & Pike St 72Aurora Ave N & N 125th St 71Boren Ave & Marion St 70Fairview Ave N & Thomas St 7235th Ave SW & SW Avalon Way 631st Ave & Pike St 70Maynard Ave S & S Jackson St 72James St & Terry Ave 721st Ave & Union St 712nd Ave & Virginia St 702nd Ave Ext S & S Main St 71Rainier Ave S & S Graham St 502020 TOTAL - 25 Intersections20212nd Ave & Pike St 67Boren Ave & Pine St 694th Ave & Spring St 672nd Ave & Pine St 674th Ave S & S Royal Brougham Way 67Melrose Ave & E Denny Way 6730th Ave NE & NE 125th St 69Denny Way & Stewart St 693rd Ave & Pike St 672nd Ave & Lenora St 672nd Ave & University St 674th Ave & James St 693rd Ave & Broad St 672nd Ave & Union St 67Boren Ave & Madison St 698th Ave & James St 69Roosevelt Way NE & NE Northgate Way 692nd Ave & Yesler Way 68
42 | SEATTLE DEPARTMENT OF TRANSPORTATION
Signalized Crossing Evaluations
IntersectionTotal Intersection
Score1st Ave W & W Mercer St 694th Ave & Pine St 678th Ave NE & NE Northgate Way 732021 TOTAL - 21 Intersections20225th Ave & Cherry St 663rd Ave & University St 655th Ave & James St 661st Ave & Seneca St 651st Ave & Broad St 671st Ave & Clay St 654th Ave & Seneca St 671st Ave & Cedar St 651st Ave S & S King St 653rd Ave S & S Jackson St 64Republican St & Westlake Ave N 65Boren Ave & Olive Way 65Madison St & Terry Ave 657th Ave S & S Dearborn St 661st Ave & Virginia St 642nd Ave & Bell St 662nd Ave & Broad St 673rd Ave & Union St 65Fairview Ave N & Republican St 652022 TOTAL - 19 Intersections20234th Ave & Columbia St 62Madison St & Minor Ave 62Rainier Ave S & S Hudson St 6323rd Ave S & S Jackson St 621st Ave S & S Jackson St 637th Ave & Union St 626th Ave S & S Holgate St 614th Ave S & S Michigan St 624th Ave & Olive Way 62
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 43
Signalized Crossing Evaluations
IntersectionTotal Intersection
Score9th Ave & Madison St 644th Ave & Cherry St 646th Ave & Union St 62Howell St & Olive Way 623rd Ave & Stewart St 635th Ave & Union St 62Fairview Ave N & Harrison St 622nd Ave S & S Jackson St 6312th Ave S & S King St 632023 TOTAL - 18 Intersections20245th Ave & Spring St 612nd Ave & Stewart St 615th Ave & Pine St 61Denny Way & Dexter Ave 61Rainier Ave S & S Cloverdale St 6115th Ave NW & NW 85th St 603rd Ave & Marion St 604th Ave & University St 605th Ave & Seneca St 602nd Ave & Cherry St 601st Ave & Marion St 60Minor Ave & Stewart St 608th Ave & Stewart St 606th Ave & Pine St 60Boren Ave & Stewart St 603rd Ave & Seneca St 60MLK Jr Way S & S McClellan St 60Bellevue Ave & Pike St 602024 TOTAL - 18 Intersections
44 | SEATTLE DEPARTMENT OF TRANSPORTATION
7TH AVE
S BANGOR ST
3RD
AVE
NW
LAKE
CIT
Y WAY
NE
S LUCILE ST
NE 50TH ST
NE 85TH ST
HARBORAVE
SW
5TH
AVE
NE
NW 96TH ST
DEXTER AVE N
15TH
AVE
E
23RD
AVE
S23
RD A
VE
N 130TH ST
15TH AVE S
1ST
AVE
S
NE 45TH ST
15TH
AVE
NW
NE 125TH ST
AURORA AVE N
6TH AVE
15TH
AVE
NE
NE 75TH ST
3RD
AVE
W
19TH
AVE
31S T
AVE
S
NE 95TH ST
38TH
AVE
S
SW BARTON ST
1ST
AVE
NE
S ORCAS ST
14TH
AVE
10TH
AVE
E
E LYNN ST
50TH
AVE
S
1ST
AVE
W
12TH
AVE
1ST AVE
6TH
AVE
W
15TH
AVE
W
DELR
IDGE
WAY
SW
BROAD ST
24TH
AVE
NW
16TH
AVE
SW
3 5T H
AVE
NE
20TH
AVE
NE
NW 85TH STN 80TH ST
GREE
NW
OOD
AVE
N
35TH
AVE
SW
9TH
AVE
SW
CALI
FORN
IA A
VE S
W
ALKI A
VESW
34TH
AVE
W
EAST
LAKE
AVE
E
GILMAN AVE W
M L KIN
G JR WR W
AY S
4TH
AVE
S
RAINIE R
AVES
SR509
SAND POINT W
AY NE
4TH
AV
S VI
ALAS
K AN
WY
VISB
1ST
AV S
VI
BEACON AVE S
LegendUnsignalized CrossingsSignalized Crossings
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 45
Arterial Sidewalks
Street SegmentNumber of Blocks Sidewalk Type
Average Segment Score
2019Greenwood Ave N between N 137th St and N 145th St
6 Traditional Sidewalk 78
Sand Point Way NE between NE 70th St and NE 77th St
5 Traditional Sidewalk 45
NE 110th St between 40th Ave NE and Sand Point Way NE
3 Traditional Sidewalk 51
Sylvan Way SW between SW Orchard St and Delridge Way SW
2 Traditional Sidewalk 71
Greenwood Ave N between N 97th St and N 104th St
5 Traditional Sidewalk 43
NE 110th St between 34th Ave NE and 35th Ave NE
1 Traditional Sidewalk 45
Meridian Ave N between N 115th St and N 117th St
2 Traditional Sidewalk 71
TOTAL 242020Lake City Way NE between NE 91st St and NE 95th St
4 Traditional Sidewalk 45
NE 95th St between Lake City Way NE and Ravenna Ave NE
2 Traditional Sidewalk 37
Lake City Way NE between NE 88th St and NE 89th St
1 Traditional Sidewalk 49
Sylvan Way SW between Delridge Way SW and SW Orchard St
2 Traditional Sidewalk 71
30th Ave NE between NE 137th St and NE 143rd St
2 Traditional Sidewalk 59
S Cloverdale St between 5th Ave S and Office Park
1 Traditional Sidewalk 59
8th Ave S between S Southern St and S Sullivan St
3 Traditional Sidewalk 70
TOTAL 15
46 | SEATTLE DEPARTMENT OF TRANSPORTATION
Arterial Sidewalks
Street SegmentNumber of Blocks Sidewalk Type
Average Segment Score
2021Greenwood Ave N between N 117th St and N 130th St
12 Traditional Sidewalk 70
S Holgate St between 4th Ave S and 6th Ave S
2 Traditional Sidewalk 70
5th Ave NE between NE 125th St and NE 130th St
3 Traditional Sidewalk 49
30th Ave NE between NE 125th St and NE 130th St
2 Traditional Sidewalk 81
NE 125th St between 35th Ave NE and Sand Point Way NE
3 Traditional Sidewalk 52
4th Ave S between S Royal Brougham Way and I-90 Off-Ramp
1 Traditional Sidewalk 104
TOTAL 232022S McClellan St between 23rd Ave S and 25th Ave S
3 Traditional Sidewalk 66
Greenwood Ave N between N 136th St and N 137th St
1 Painted Walkway 80
Gilman Ave W between W Emerson Pl and W Jameson St
4 Traditional Sidewalk 41
TOTAL 82023S Holgate St between 6th Ave S and 8th Ave S
4 Traditional Sidewalk 63
4th Ave S between S Michigan St and E Marginal Way S
1 Traditional Sidewalk 55
TOTAL 52024NE Ravenna Blvd between 12th Ave NE and Brooklyn Ave NE
1 Traditional Sidewalk 43
TOTAL 1
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 47
Non-Arterial Sidewalks
Street SegmentNumber of Blocks Sidewalk Type
Average Segment Score
2019NE 95th St between 1st Ave NE and 5th Ave NE
3 Traditional Sidewalk 29
NE 98th St between 5th Ave NE and 8th Ave NE
1 Traditional Sidewalk 24
N 117th St between Meridian Ave N and 1st Ave NE
2 Traditional Sidewalk 25
NE 115th St between Roosevelt Way NE and 12th Ave NE
1 Traditional Sidewalk 35
12th Ave NE between NE 117th St and Pinehurst Playground
2 Traditional Sidewalk 25
NE 114th St between Roosevelt Way NE and Pinehurst Way NE
1 Separated Asphalt Walkway
50
30th Ave S between S Dawson St and S Ferdinand St
3 Separated Asphalt Walkway
39
NE 120th St between 31st Ave NE and 35th Ave NE
2 Separated Asphalt Walkway
35
SW Myrtle St between 25th Ave SW and Sylvan Way SW
1 Off-Street Stairway 44
S Webster St between 44th Ave S and 46th Ave S
2 Separated Asphalt Walkway
37
TOTAL 182020Wallingford Ave N between N 103rd St and N 105th St
1 Separated Asphalt Walkway
26
24th Ave SW between SW Thistle St and SW Barton Pl
4 Traditional Sidewalk 50
SW Kenyon St between 24th Ave SW and Dead End
1 Off-Street Pathway 43
22nd Ave S between S Bayview St and Rainier Ave S
5 Separated Asphalt Walkway
42
24th Ave S between S Bayview St and S College St
2 Separated Asphalt Walkway
42
S Holgate St between 20th Ave S and Rainier Ave S
2 Separated Asphalt Walkway
42
Interlake Ave N between N 100th St and N 107th St
3 Separated Asphalt Walkway
39
NE 50th St between 30th Ave NE and 33rd Ave NE
3 Separated Concrete Walkway
N/A
TOTAL 21
48 | SEATTLE DEPARTMENT OF TRANSPORTATION
Non-Arterial Sidewalks
Street SegmentNumber of Blocks Sidewalk Type
Average Segment Score
202128th Ave S between S Brandon St and S Orcas St
1 Off-Street Pathway 50
S Henderson St between 39th Ave S and 41st Ave S
1 Off-Street Stairway 48
Lenora Pl N between Roosevelt Way N and N 145th St
1 Separated Asphalt Walkway
42
Poplar Pl S between S Dearborn St and S Charles St
2 Painted Walkway 29
20th Ave S between S Grand St and S Holgate St
1 Separated Asphalt Walkway
44
25th Ave NE between NE 125th St and NE 127th St
1 Separated Asphalt Walkway
30
Midvale Ave N between N 140th St and N 143rd St
1 Painted Walkway 42
N 143rd St between Midvale Ave N and Lenora Pl N
1 Painted Walkway 42
S Grand St between 21st Ave S and 20th Ave S 1 Separated Asphalt Walkway
44
26th Ave NE between Hiram Pl NE and NE 125th St
1 Separated Asphalt Walkway
41
Renton Ave S between S Oregon St and 33rd Ave S
1 Separated Asphalt Walkway
47
NW 90th St between 12th Ave NW and 11th Ave NW
1 Separated Asphalt Walkway
32
N 128th St between Ashworth Ave N and Densmore Ave N
1 Separated Asphalt Walkway
25
12th Ave NW between NW 90th St and Holman Rd NW
2 Separated Asphalt Walkway
32
TOTAL 16202235th Ave S between S Myrtle Pl and S Webster St
1 Off-Street Stairway 47
N 128th St between Aurora Ave N and Stone Ave N
1 Painted Walkway 44
Midvale Ave N between N Northgate Way and N 107th St
1 Separated Asphalt Walkway
35
N 115th St between Meridian Ave N and Corliss Ave N
1 Separated Asphalt Walkway
25
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 49
Non-Arterial Sidewalks
Street SegmentNumber of Blocks Sidewalk Type
Average Segment Score
Shaffer Ave S between S Juneau St and S Raymond St
1 Separated Asphalt Walkway
41
N 103rd St between Fremont Ave N and Aurora Ave N
2 Separated Asphalt Walkway
28
S Brandon St between Beacon Ave S and 26th Ave S
3 Separated Asphalt Walkway
41
Linden Ave N between N 103rd St and N 105th St
2 Separated Asphalt Walkway
28
S Raymond St between MLK Jr Way S and 36th Ave S
1 Painted Walkway 56
36th Ave S between S Raymond St and S Spencer St
1 Separated Asphalt Walkway
56
TOTAL 142023SW Edmunds St between Cottage Pl SW and 23rd Ave SW
1 Off-Street Stairway 40
35th Ave S between S Lucile St and S Findlay St
1 Separated Asphalt Walkway
42
S Lucile St between 35th Ave S and MLK Jr Way S
1 Painted Walkway 42
TOTAL 3202456th Ave S between S Avon St and S Augusta St
1 Off-Street Stairway 36
N 100th St between Fremont Ave N and Linden Ave N
1 Separated Asphalt Walkway
22
NE 133rd St between 30th Ave NE and Lake City Way NE
2 Separated Asphalt Walkway
32
NE 49th St between 24th Ave NE and 25th Ave NE
1 Painted Walkway 30
TOTAL 5
50 | SEATTLE DEPARTMENT OF TRANSPORTATION
7TH AVE
S BANGOR ST
3RD
AVE
NW
LAKE
CIT
Y WAY
NE
S LUCILE ST
NE 50TH ST
NE 85TH ST
HARBORAVE
SW
5TH
AVE
NE
NW 96TH ST
DEXTER AVE N
1 5T H
AVE
E
23R D
AVE
S23
RD A
VE
N 130TH ST
15TH AVE S
1ST
AVE
S
NE 45TH ST
15TH
AVE
NW
NE 125TH ST
AURORA AVE N
6TH AVE
15TH
AVE
NE
NE 75TH ST
3RD
AVE
W
19TH
AVE
31ST
AVE
S
NE 95TH ST
38TH
AVE
S
SW BARTON ST
1ST
AVE
NE
S ORCAS ST
14TH
AVE
10TH
AVE
E
E LYNN ST
50TH
AVE
S
1ST
AVE
W
12TH
AVE
1ST AVE
6TH
AVE
W
15TH
AVE
W
DELR
IDGE
WAY
SW
BROAD ST
24TH
AVE
NW
16TH
AVE
SW
3 5TH
AVE
NE
20TH
AVE
NE
NW 85TH STN 80TH ST
GREE
NW
OOD
AVE
N
35TH
AVE
SW
9TH
AVE
SW
CALI
FORN
IA A
VE S
W
ALKI A
VESW
34TH
AVE
W
EAST
LAKE
AVE
E
GILMAN AVE W
M L KIN
G JR WR W
AY S
4TH
AVE
S
RAINIER
AVES
SR509
SAND POINT W
AY NE
4TH
AV
S VI
ALAS
KAN
WY
VISB
1ST
AV S
VI
BEACON AVE S
LegendArterial SidewalksNon-Arterial Sidewalks
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 51
ADA PROGRAMImproving accessibility for all pedestrians, including older adults and people with disabilities, is a key strategy of the PMP—we want Seattle to be more walkable and accessible for people of all ages and abilities. As more of our population ages, PMP implementation plays a key role in supporting Seattle's Age-Friendly initiative, which we know serves our youngest and oldest adults.
Title II of the Americans with Disabilities Act (ADA) requires that we prioritize accessibility improvements as we build new pedestrian facilities and develop a transition plan that identifies specific strategies and locations for new accessibility projects.
We're currently finalizing an update of our ADA Transition Plan and are incorporating accessibility into all capital projects through the installation of new curb ramps, detectable warning strips, and accessible pedestrian signals (APS). Using dedicated funding for accessibility improvements, our ADA program also prioritizes and constructs curb ramps, APS, and new accessibility technologies where they are most needed. Private developers and utility providers also construct accessibility improvements on our streets when they are triggered by other paving and signal work.
To more quickly improve accessibility on Seattle's streets, we are working to increase the number of curb ramps we construct each year. Ramps we install are primarily derived from three sources: customer service requests, ADA Title II priorities, and capital projects. Anyone with a mobility disability can submit a request for curb ramps that would assist them in their daily activities. We then verify these requests and build up to 150
customer service request ramps per year. Other curb ramps are prioritized and constructed based on ADA Title II identified facilities, in the following order:
1) Government offices, facilities, and schools2) Transportation corridors3) Hospitals, medical facilities, assisted living
facilities and other similar facilities4) Places of public accommodation such as
commercial and business zones5) Facilities containing employers6) Residential neighborhoods
Our ADA Transition Plan is expected to be complete by late 2018, and once completed, will serve as the implementation plan for curb ramps and accessibility improvements. The document will include SDOT’s self-evaluation of accessibility barriers, a progress report on curb ramps and other accessibility upgrades constructed, and a prioritization and delivery strategy for making future accessibility upgrades in the pedestrian network. The ADA Transition Plan is a living document that will be updated over time.
INFRASTRUCTURE REPAIR & MAINTENANCEProper maintenance of infrastructure is critical for keeping Seattle’s pedestrian network accessible for everyone. We operate three programs that focus on maintaining pedestrian assets, all of which are detailed in the PMP:
• Sidewalk Safety Repair Program• Marked Crosswalk Maintenance Program• Stairway Rehabilitation Program
8. ACCESSIBILITY
52 | SEATTLE DEPARTMENT OF TRANSPORTATION
Improved sidewalk maintenance is called out as a strategy in the PMP and is a high priority for many residents in Seattle. To address sidewalk maintenance more proactively, we conducted a citywide sidewalk condition assessment during summer 2017 that inventoried conditions on sidewalks that may impede pedestrian access. Maintaining and improving these sidewalks is essential for a healthy, growing city. It's key for us to know what the conditions are so that we can equitably manage and prioritize sidewalk work across the city, and not just where people report an issue.
We are improving our database from which we can prioritize repair and replacement efforts for the Sidewalk Safety Repair Program. With data available on the specific locations of sidewalk issues, we are also able to better educate private property owners on their maintenance responsibilities, enforce unpermitted private encroachments on sidewalks, and study new funding approaches to make necessary repairs. See the Sidewalk Repair Prioritization Framework chapter for more details about how we are prioritizing sidewalk repairs to improve accessibility.
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 53
FUNDING AND PRIORITIZATIONThe City’s 1% for the Arts policy requires 1% of all eligible capital improvement project funds be set aside for the commission, purchase, and installation of artworks across the city. This program includes all PMP-driven capital projects that are not federally funded.
With 1% for the Arts funding available for pedestrian projects on an annual basis, we look to determine which projects will make good candidates for public art and which areas with planned improvements could benefit most from artistic enhancements. We consider the following factors when deciding where to prioritize 1% for the Arts funding:
• Level of pedestrian density and visibility: Is the project in an area with a high level of pedestrian traffic?
• Availability of right of way: Is there sufficient area in the right of way to locate artwork?
• Equity: Is the project located in a community underserved by civic investment or artistic enhancements?
• Level of community interest: Is the surrounding community interested in new artwork with the project?
• Artistic opportunity: Is the project located in an area that could be an interesting or unusual opportunity for an artist?
9. ART AND ENHANCEMENTS
Once a project is selected for 1% for the Arts funding, we contract with an artist who works with SDOT and the community to incorporate local ideas and perspective into the planned artwork. The art can then be added into the project engineering plans.
Although the 1% for the Arts program is the largest funding source for art integration with new pedestrian projects, not all artistic enhancements need to go through this program. Some minor artistic elements can be integrated with a sidewalk project using only the project’s capital budget (as shown in Appendix 3).
54 | SEATTLE DEPARTMENT OF TRANSPORTATION
10. MAJOR PROJECTS WITH PEDESTRIANINVESTMENTS
major projects and their planned pedestrian improvements. Additional information about these projects is available on the individual project websites.
Project DescriptionExpected
Completion DatePedestrian
Components Learn MoreLake City Way NE Repaving
Resurface Lake City Way NE (SR 522) travel lanes between I-5 and the City of Seattle limits and upgrade ADA curb ramps as needed
2021 SDOT is planning the pedestrian improvements to integrate with the corridor repaving:• Five new blocks of
sidewalks on Lake City Way NE
• Two new blocks of sidewalks on NE 95th St
• Two new pedestrian crossing signals
• Two crossing improvements at existing signalized intersections
www.wsdot.wa.gov/projects
Accessible Mt. Baker
Build near-term access and safety improvements at the Mt. Baker Link light rail station, and builds long-term multimodal transportation enhancements
2024 • Improved crossings of Rainier Ave S and MLK Jr Way S
• Enhanced sidewalks and public space
• Improved pedestrian access between Franklin High School and Mt Baker Light Rail station
www.seattle.gov/transportation/accessibleMtBaker.htm
Some of the projects that contribute to developing and improving the pedestrian network involve multiple agencies and have multi-year schedules. The following matrix provides an update on these
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 55
Project DescriptionExpected
Completion DatePedestrian
Components Learn MoreMadison BRT Build a bus rapid
transit (BRT) corridor along Madison St between 1st Ave in downtown Seattle and MLK Jr Way
2022 Crossing improvements and station access enhancements along Madison St corridor
Email: [email protected]: www.seattle.gov/transportation/madisonBRT.htm
Northgate Ped/Bike Bridge
Build a new pedestrian and bicycle bridge over I-5 to improve connections between Northgate and neighborhoods west of I-5
2021 A new pedestrian and bicycle bridge over I-5 connecting to the future Northgate Link light rail station
Email:[email protected]
Website: www.seattle.gov/transportation/northgatepedbridge.htm
SR-520 Bridge
Replace the SR 520 floating bridge across Lake Washington and make transit and roadway improvements throughout the SR 520 corridor from I-5 in Seattle to I-405 in Bellevue
Montlake Phase: 2023
Portage Bay Phase: 2028
Montlake Cut Phase: 2027
• 14-foot wide pedestrian and bicycle path across Lake Washington and Portage Bay
• New pedestrian and bicycle crossings over SR 520 and I-5
Email: [email protected]:www.wsdot.wa.gov/Projects/SR520Bridge/
Burke-Gilman Trail Missing Link
Connect two existing portions of the Burke-Gilman Trail through the Ballard neighborhood to complete the regional facility that otherwise runs continuously from Kenmore Park to Golden Gardens
2020 1.4-mile multi-use trail on NW 45th St, Shilshole Ave NW, and NW Market St that will provide an improved space for pedestrians
Email: [email protected]: www.seattle.gov/transportation/BGT_Ballard.htm
56 | SEATTLE DEPARTMENT OF TRANSPORTATION
Project DescriptionExpected
Completion DatePedestrian
Components Learn MoreWaterfront Seattle
Rebuild Seattle’s waterfront following the removal of the Alaskan Way Viaduct
2023 • Landscaped promenade that will extend from Pine St to King St
• Crossing improvements between the promenade and east-west downtown streets
Email: info@waterfront seattle.orgWebsite: www.water frontseattle.org/
Vision Zero Corridors
Redesign crash-prone roadways to reduce collision risk while enhancing conditions for people walking, biking, driving, and riding transit
Continuous Pedestrian safety elements are coordinated and planned with all Vision Zero corridors. Recent crossing improvements and sidewalk enhancements have been completed on:
• Rainier Ave S• Lake City Way
NE• 35th Ave SW• Beacon Ave S• Delridge Way
SW• Fauntleroy
Way SW• Boyer Ave E• Banner Way
NE
Website: www.seattle.gov/visionzero
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 57
Project DescriptionExpected
Completion DatePedestrian
Components Learn MoreAAC Repaving Corridors
Repave arterial streets while integrating multi-modal transportation improvements as needed
Continuous Crossing improvements, pedestrian accessibility enhancements, and spot sidewalk repair are coordinated and planned with all AAC paving corridors. Recent improvements have been completed on:
• Roosevelt Way NE
• Greenwood Ave N
• W Nickerson St
• 6th Ave• University Way
NE/Cowen Pl NE
Website: www.seattle.gov/transportation/paving.htm
Neighborhood Greenways
Create networks of safe, calm residential streets that facilitate a comfortable walking and biking environment for all ages and abilities
Continuous Crossing and accessibility improvements are planned at all arterial crossings along neighborhood greenways. Recent crossing improvements have been completed along the following neighborhood greenways:
• Delridge – 26th Ave SW
• Delridge – Highland Park
• Central Area North-South
• Central Area East-West
• Rainier Valley• Olympic Hills
Website:www.seattle.gov/transportation/greenways.htm
58 | SEATTLE DEPARTMENT OF TRANSPORTATION
Project DescriptionExpected
Completion DatePedestrian
Components Learn MoreOne Center City/Imagine Greater Downtown
Create a near-term plan and 20-year vision for how people move through, connect to, and experience Seattle’s Center City
Various near-term strategies focus through 2023
Near-term strategies include pedestrian experience improvements on Pine St and Pike St, pedestrian access improvements near transit, and pedestrian safety and public realm improvements in the Chinatown/International District Hub
Websites: onecentercity.org
imaginegreater downtown.org
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 59
APPENDIX 1: PERFORMANCE MEASURES
The PMP includes performance measures to assess whether the plan is meeting its goals. The measures are focused on tracking the PMP’s effectiveness over time and measure its progress toward achieving the Plan goals of safety, equity,
vibrancy, and health. The table below includes PMP performance measures and progress towards those targets based on data available as of June 2018. Performance data from 2018 will be included in the 2020-2024 PMP Implementation Plan and Progress Report.
60 | SEATTLE DEPARTMENT OF TRANSPORTATION
Performance Measure Targets
Measure
PMP Performance
Measure Desired TrendPerformance
Target Data SourcePerformance
Result1 Number of
pedestrian fatalities and serious injury collisions
Decreasing rate of pedestrian fatalities and serious injury collisions
Pedestrian fatalities and serious injury collisions reach zero by 2030
SDOT collision database, sourced from police traffic reports
2015: 532016: 662017: 74
2 Rate of crashes involving pedestrians, reported both by pedestrian crashes per 100,000 residents, and pedestrian crashes per pedestrian trips
Decreasing rate of pedestrian crashes per 100,000 trips
50 or fewer pedestrian collisions per 100,000 residents by 2035
SDOT collision database, sourced from police traffic reports
American Community Survey population estimates
Puget Sound Regional Council (PSRC) Household Travel Survey
2015: 78 pedestrian collisions per 100,000 residents
2014: 74 pedestrian collisions per 100,000 pedestrian trips____________
2016: 78 pedestrian collisions per 100,000 residents
2015: 76 pedestrian collisions per 100,000 pedestrian trips____________
2017: 75pedestrian collisions per 100,000 residents
2016: 75pedestrian collisions per 100,000pedestrian trips
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 61
Performance Measure Targets
Measure
PMP Performance
Measure Desired TrendPerformance
Target Data SourcePerformance
Result3 Percent of
sidewalks within the Priority Investment Network completed
Increasing percentage of Priority Investment Network arterial sidewalks completed
100% of Priority Investment Network arterial sidewalks complete by 2035
SDOT Asset Management database
2015 percent PIN arterials with sidewalks: 93%*
2015 percent PIN non-arterials with sidewalks: 79%*____________
2017 percent PIN arterials with sidewalks: 94%*
2017 percent PIN non-arterials with sidewalks: 79%*____________
2018 percent PIN arterials with sidewalks: 94%*
2018 percent PIN non-arterials with sidewalks: 79%*
4 Mode share (percentage of trips made on foot as measured in the PSRC Household Travel Survey)
Increasing percentage of trips
35% of all trips are made on foot by 2035
PSRC Household Travel Survey
2014: 24.5%2015: 22.9%2017: 22.4%
62 | SEATTLE DEPARTMENT OF TRANSPORTATION
Performance Measure Targets
Measure
PMP Performance
Measure Desired TrendPerformance
Target Data SourcePerformance
Result5 Pedestrian
activity (number of pedestrians in selected count locations)
Increasing number of pedestrians at count locations over time
Double the number of pedestrians at SDOT count locations by 2035
Downtown Seattle Association (DSA) counts
SDOT citywide counts
2015 downtown count average: 48,600**
2015 citywide count average: 91,200____________
2016 citywide count average: 87,000____________
2017 citywide count average: 102,893
6 Children walking or biking to or from school
Increasing percentage of trips by children
None recommended
SDOT Safe Routes to School (SRTS) Program
2013: 22.7%2016: 23.0%2017: 21.0%
* A 1.0% increase equals 92 blocks of arterial sidewalks or 149 blocks of non-arterial sidewalks.** Downtown seasonal pedestrian counts are no longer conducted and no data is available after 2015.
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 63
APPENDIX 2: STRATEGIES AND ACTIONS
The table on next pages include strategies pulled directly from the PMP as well as specific actions we are undertaking to address these strategies. Status updates will be provided with the annual update of this plan.
64 | SEATTLE DEPARTMENT OF TRANSPORTATION
PMP
Stra
tegy
Actio
n20
17 S
tatu
s20
18 S
tatu
s1.
1 Bu
ild o
ut th
e PM
P Pr
iorit
y In
vest
men
t N
etw
ork
SDOT
will
pla
n, d
esig
n, a
nd
cons
truc
t new
sid
ewal
ks,
low
-cos
t sid
ewal
ks,
cros
sing
impr
ovem
ents
, an
d st
airw
ays
as o
utlin
ed
in th
e 20
18-2
022
proj
ect
list a
bove
. The
se p
roje
cts
are
sele
cted
and
prio
ritiz
ed
base
d on
the
PIN
.
SDOT
will
wor
k to
mee
t tar
gets
and
del
iver
pr
ojec
ts id
entif
ied
in th
e pr
ojec
t lis
t.SD
OT w
ill c
ontin
ue w
orki
ng to
mee
t ta
rget
s an
d de
liver
pro
ject
s id
entif
ied
in
the
proj
ect l
ist.
1.2
Faci
litat
e th
e pr
ovis
ion
of n
ew
side
wal
ks b
y th
e pr
ivat
e se
ctor
SDOT
will
exp
lore
and
im
plem
ent f
undi
ng
stra
tegi
es th
at le
vera
ge
priv
ate
deve
lopm
ent a
nd
build
new
sid
ewal
ks w
here
th
ey a
re m
ost n
eede
d.
The
SMC
has
been
upd
ated
to a
llow
SD
OT to
cre
dit u
p to
$30
0K in
Str
eet U
se
fees
to d
evel
oper
s th
at vo
lunt
arily
inst
all
tran
spor
tatio
n im
prov
emen
ts b
eyon
d co
de
requ
irem
ents
. The
fund
ing
mec
hani
sms
repo
rt in
this
impl
emen
tatio
n pl
an w
ill b
e us
ed to
eva
luat
e ad
ditio
nal s
trat
egie
s to
le
vera
ge p
rivat
e se
ctor
fund
ing
for n
ew
side
wal
ks.
SDOT
is c
ontin
uing
to e
valu
ate
pote
ntia
l fu
ndin
g m
echa
nism
s th
at c
ould
be
used
to
exp
edite
the
deliv
ery
of p
edes
tria
n pr
ojec
ts, i
nclu
ding
tool
s to
exp
and
deve
lope
r con
trib
utio
ns fo
r new
sid
ewal
ks
and
cros
sing
impr
ovem
ents
. An
upda
ted
repo
rt o
n fu
ndin
g m
echa
nism
s is
exp
ecte
d to
be
rele
ased
in la
te 2
018.
1.3
Cons
olid
ate
Driv
eway
s an
d Cu
rb C
uts
SDOT
will
coo
rdin
ate
with
SDC
I to
revi
ew a
nd
min
imiz
e im
pact
s of
dr
ivew
ays
and
curb
cut
s,
part
icul
arly
alo
ng th
e PI
N.
The
SDOT
Pro
ject
Coo
rdin
atio
n Of
fice
(PCO
) is
proa
ctiv
ely r
evie
win
g de
velo
pmen
t pr
opos
als
to c
oord
inat
e bu
ildin
g fr
onta
ge
impr
ovem
ents
with
City
goa
ls, i
nclu
ding
dr
ivew
ay a
nd c
urb
cut p
lace
men
t.
SDOT
has
est
ablis
hed
a De
velo
pmen
t Re
view
Tea
m th
at re
view
s de
velo
pmen
t pr
opos
als
thro
ugh
the
SDCI
Mas
ter
Use
Perm
it pr
oces
s to
ens
ure
fron
tage
im
prov
emen
ts, i
nclu
ding
the
loca
tion
and
num
ber o
f cur
b cu
ts, a
lign
with
str
ateg
ic
prio
ritie
s an
d m
ultim
odal
ope
ratio
ns.
SDOT
mak
es re
com
men
datio
ns to
SDC
I on
loca
tion,
num
ber,
and
size
of d
rivew
ay
curb
cut
s, a
nd s
uppo
rts
vehi
cle
acce
ss
from
the
alle
y, w
here
pos
sibl
e, o
r fro
m
stre
ets
that
are
not
art
eria
ls, b
icyc
le a
nd
gree
nway
faci
litie
s, tr
ansi
t rou
tes,
and
/or
gree
n st
reet
s.
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 65
PMP
Stra
tegy
Actio
n20
17 S
tatu
s20
18 S
tatu
s1.
4 Re
pair
Side
wal
ksSD
OT w
ill in
vent
ory
side
wal
k da
mag
e an
d de
velo
p a
proa
ctiv
e re
pair
prog
ram
to fi
x si
dew
alks
in
add
ition
to re
spon
ding
to
repa
ir re
ques
ts. N
ew
fund
ing
optio
ns w
ill b
e ex
plor
ed to
incr
ease
si
dew
alk
repa
irs.
SDOT
is c
ondu
ctin
g a
city
wid
e si
dew
alk
cond
ition
ass
essm
ent t
o in
vent
ory
all
dam
ages
to e
xist
ing
side
wal
ks a
nd h
as
deve
lope
d a
fram
ewor
k fo
r prio
ritiz
ing
side
wal
k re
pairs
, as
outli
ned
in th
e Pr
ojec
t Se
lect
ion
Fram
ewor
k ch
apte
r.
SDOT
com
plet
ed a
city
wid
e si
dew
alk
cond
ition
ass
essm
ent i
n su
mm
er 2
017,
w
hich
reco
rded
ove
r 156
,000
dat
a po
ints
whe
re s
idew
alks
upl
ifts,
sur
face
co
nditi
ons,
obs
truc
tions
, or c
ross
slo
pe
issu
es w
ere
pres
ent.
This
col
lect
ed d
ata
is
bein
g us
ed to
prio
ritiz
e pr
oact
ive
side
wal
k re
pairs
, as
outli
ned
in th
e Si
dew
alk
Repa
ir Pr
iorit
izatio
n Fr
amew
ork
chap
ter,
and
to im
plem
ent a
n in
tera
ctiv
e si
dew
alk
obse
rvat
ion
appl
icat
ion
that
will
hel
p bu
ild s
usta
inab
le s
idew
alk
asse
t dat
a. T
he
appl
icat
ion
will
allo
w S
DOT
to c
orre
ct o
r up
date
obs
erva
tion
data
whe
n in
spec
tions
ar
e pe
rfor
med
, miti
gatio
n m
easu
res
such
as
asp
halt
shim
s or
sid
ewal
k be
velin
g ar
e pe
rfor
med
, and
sid
ewal
ks a
re re
paire
d by
cre
ws
or c
apita
l, pr
ivat
e, a
nd u
tility
pr
ojec
ts.
1.5
Crea
te
and
mai
ntai
n a
pede
stria
n cl
ear z
one
on a
ll si
dew
alks
Each
str
eet t
ype
in S
eattl
e w
ill b
e gi
ven
a de
sign
ated
pe
dest
rian
clea
r zon
e w
idth
and
SDO
T w
ill
enfo
rce
deve
lopm
ent a
nd
encr
oach
men
t sta
ndar
ds
to m
aint
ain
the
desi
gnat
ed
wid
ths.
An u
pdat
e to
the
Righ
t of W
ay
Impr
ovem
ents
Man
ual h
as b
een
publ
ishe
d th
at e
stab
lishe
s pe
dest
rian
clea
r zon
e w
idth
s fo
r all
stre
et ty
pes.
SDOT
’s P
ublic
Spa
ce M
anag
emen
t Pr
ogra
m h
as in
crea
sed
reso
urce
s to
ed
ucat
e an
d en
forc
e pr
oper
ty o
wne
rs
abou
t ped
estr
ian
clea
r zon
e st
anda
rds
and
encr
oach
men
ts o
n si
dew
alks
. The
ci
tyw
ide
side
wal
k co
nditi
on a
sses
smen
t w
ill p
rovi
de a
dditi
onal
dat
a on
the
loca
tion
of s
idew
alk
encr
oach
men
ts, a
llow
ing
SDOT
to b
ette
r prio
ritiz
e ed
ucat
ion
and
enfo
rcem
ent e
ffort
s.
Stre
ets
Illus
trat
ed—
SDOT
’s u
pdat
ed
Righ
t of W
ay Im
prov
emen
ts M
anua
l—w
as a
dopt
ed in
late
201
7 an
d se
ts
requ
irem
ents
for p
edes
tria
n cl
ear z
one
wid
ths
for a
ll st
reet
s in
Sea
ttle.
The
se
requ
irem
ents
ser
ve a
s st
anda
rds
for a
ll Ci
ty c
apita
l pro
ject
s as
wel
l as
priv
ate
deve
lopm
ent p
roje
cts.
SDOT
’s P
ublic
Spa
ce M
anag
emen
t Pr
ogra
m is
con
tinui
ng to
enf
orce
the
side
wal
k en
croa
chm
ents
from
pro
pert
y ow
ners
, res
iden
ts, a
nd b
usin
esse
s to
en
sure
that
ped
estr
ian
clea
r zon
es a
re
mai
ntai
ned.
66 | SEATTLE DEPARTMENT OF TRANSPORTATION
PMP
Stra
tegy
Actio
n20
17 S
tatu
s20
18 S
tatu
s1.
6 Im
prov
e ac
cess
ibili
ty in
Se
attle
SDOT
will
prio
ritiz
e AD
A ac
cess
ibili
ty im
prov
emen
ts
in a
ll ne
w p
edes
tria
n pr
ojec
ts a
nd w
ork
to
proa
ctiv
ely
elim
inat
e ac
cess
ibili
ty b
arrie
rs fo
r all
pede
stria
ns.
SDOT
is d
evel
opin
g an
upd
ated
ADA
Tr
ansi
tion
Plan
and
new
pro
cess
es to
ef
ficie
ntly
del
iver
ADA
-com
plia
nt c
urb
ram
ps in
mor
e lo
catio
ns. T
he c
ityw
ide
side
wal
k co
nditi
on a
sses
smen
t will
als
o in
vent
ory
acce
ssib
ility
obs
truc
tions
on
side
wal
ks a
nd a
llow
SDO
T to
wor
k w
ith
prop
erty
ow
ners
to c
lear
obs
truc
tions
.
SDOT
is fi
naliz
ing
the
ADA
Tran
sitio
n Pl
an, w
hich
is c
urre
ntly
und
er re
view
. Th
e si
dew
alk
cond
ition
ass
essm
ent i
s co
mpl
ete
and
SDOT
is c
urre
ntly
impr
ovin
g si
dew
alks
usi
ng d
ata
colle
cted
as
a pa
rt o
f th
e as
sess
men
t.
2.1
Impr
ove
pede
stria
n vi
sibi
lity
at
cros
sing
s
Hig
h-vi
sibi
lity
trea
tmen
ts,
incl
udin
g cu
rb b
ulbs
, m
edia
n is
land
s, fl
ashi
ng
cros
sing
bea
cons
, si
gnag
e, li
ghtin
g an
d re
flect
ive
mar
king
s, w
ill
be in
clud
ed in
SDO
T’s
tool
kit o
f sta
ndar
d cr
ossi
ng
trea
tmen
ts a
nd e
valu
ated
fo
r use
with
eac
h ne
w
cros
sing
impr
ovem
ent.
SDOT
has
rece
ntly
upd
ated
its
cros
sing
tr
eatm
ent p
olic
y to
incl
ude
light
ing
as a
requ
ired
trea
tmen
t for
all
new
m
arke
d cr
ossw
alks
. Hig
h-vi
sibi
lity
trea
tmen
ts, i
nclu
ding
pai
nted
cur
b bu
lbs,
ar
e co
ntin
uing
to b
e us
ed to
impr
ove
pede
stria
n vi
sibi
lity
at c
ross
ings
.
SDOT
is c
ontin
uing
to u
tiliz
e tr
eatm
ents
in
the
rece
ntly
upd
ated
cro
ssin
g tr
eatm
ent
polic
y, in
clud
ing
high
-vis
ibili
ty tr
eatm
ents
, fo
r all
new
mar
ked
cros
swal
ks. A
ll ne
w
cros
sing
trea
tmen
ts a
re e
valu
ated
to
ensu
re h
igh
visi
bilit
y of
ped
estr
ians
.
2.2
Shor
ten
pede
stria
n cr
ossi
ng
dist
ance
s
Oppo
rtun
ities
to p
rovi
de
curb
bul
bs, m
edia
n is
land
s,
and
lane
redu
ctio
ns
will
be
eval
uate
d fo
r all
new
pla
nned
ped
estr
ian
cros
sing
impr
ovem
ents
.
SDOT
is c
ontin
uing
to u
se s
trat
egie
s to
re
duce
ped
estr
ian
cros
sing
dis
tanc
es,
incl
udin
g la
ne re
duct
ions
, cur
b bu
lbs,
an
d m
edia
n is
land
s (in
clud
ing
low
-cos
t op
tions
), w
hen
poss
ible
. The
se tr
eatm
ents
w
ill b
e in
corp
orat
ed in
to th
e cr
ossi
ng
loca
tions
iden
tifie
d in
this
impl
emen
tatio
n pl
an.
The
PMP
impl
emen
tatio
n pr
ogra
m h
as
inst
alle
d 8
cros
sing
impr
ovem
ent p
roje
cts
so fa
r in
2018
that
hav
e re
duce
d pe
dest
rian
cros
sing
dis
tanc
es u
sing
cur
b bu
lbs.
SDOT
is c
ontin
uing
to u
se c
urb
bulb
s,
lane
redu
ctio
ns, a
nd m
edia
n is
land
s to
redu
ce c
ross
ing
dist
ance
s at
hig
h pr
iorit
y int
erse
ctio
ns a
s w
ell a
s w
orki
ng
with
priv
ate
deve
lope
rs to
inst
all t
hese
tr
eatm
ents
adj
acen
t to
new
dev
elop
men
ts,
whe
re a
ppro
pria
te.
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 67
PMP
Stra
tegy
Actio
n20
17 S
tatu
s20
18 S
tatu
s2.
3 Op
timiz
e cr
ossi
ng ti
mes
fo
r ped
estr
ians
at
sig
nals
SDOT
will
revi
ew
pede
stria
n cr
ossi
ng ti
min
g at
sig
naliz
ed in
ters
ectio
ns
plan
ned
for t
reat
men
t to
ensu
re p
edes
tria
ns a
re
give
n su
ffici
ent c
ross
ing
time.
SDOT
is c
ontin
uing
to re
view
ped
estr
ian
cros
sing
tim
ing
on a
n as
-req
uest
ed b
asis
an
d in
corp
orat
e pe
dest
rian
optim
izat
ion
and
slow
er-m
ovin
g pe
dest
rian
need
s in
to
sign
als
plan
ned
for u
pgra
des.
SDOT
is c
ontin
uing
to re
view
and
mon
itor
pede
stria
n cr
ossi
ng c
lear
ance
tim
es to
en
sure
cur
rent
sta
ndar
ds a
re m
et a
nd
clea
ranc
e tim
es a
re a
dequ
ate
for u
sers
to
reac
h th
e fa
r sid
e of
the
pede
stria
n fa
cilit
y.
2.4
Redu
ce
turn
ing
mov
emen
t co
nflic
ts a
t in
ters
ectio
ns
SDOT
will
dev
elop
a
tool
kit o
f str
ateg
ies
to
redu
ce tu
rnin
g m
ovem
ent
conf
licts
at i
nter
sect
ions
an
d ev
alua
te a
ppro
pria
te
stra
tegi
es fo
r eac
h pl
anne
d cr
ossi
ng im
prov
emen
t.
SDOT
is s
tudy
ing
high
-col
lisio
n in
ters
ectio
ns a
nd in
ters
ectio
ns id
entif
ied
as h
igh-
risk
loca
tions
in th
e BP
SA fo
r cr
ossi
ng u
pgra
des
that
will
redu
ce tu
rnin
g m
ovem
ent c
onfli
cts.
Str
ateg
ies
empl
oyed
w
ill in
clud
e le
adin
g pe
dest
rian
inte
rval
s,
turn
rest
rictio
ns, a
nd p
rote
cted
sig
nal
phas
ing.
SDOT
is c
ontin
uing
to s
tudy
vehi
cle
turn
ing
mov
emen
ts in
volv
ed in
pe
dest
rian
conf
licts
. Stu
dy re
sults
and
re
com
men
datio
ns fo
r im
plem
enta
tion
of
trea
tmen
ts a
re e
xpec
ted
in 2
019.
Addi
tiona
lly, e
ach
of th
e si
gnal
ized
in
ters
ectio
ns in
clud
ed in
the
proj
ect
list a
re u
nder
eva
luat
ion
for l
eadi
ng
pede
stria
n in
terv
als.
SDO
T ex
pect
s to
be
gin
impl
emen
ting
lead
ing
pede
stria
n in
terv
al re
com
men
datio
ns a
s so
on a
s la
te
2018
.2.
5 In
crea
se
oppo
rtun
ities
fo
r con
trol
led
cros
sing
s on
ar
teria
ls
SDOT
will
prio
ritiz
e ne
w p
edes
tria
n si
gnal
s an
d cr
ossi
ng u
pgra
des
at m
ulti-
lane
art
eria
l in
ters
ectio
ns w
ith w
ider
co
ntro
lled
cros
sing
sp
acin
g.
The
PMP
impl
emen
tatio
n st
rate
gy is
pr
iorit
izin
g ne
w c
ross
ing
upgr
ades
in
loca
tions
sco
ring
high
er fo
r con
trol
led
cros
sing
spa
cing
. SDO
T w
ill w
ork
with
Ki
ng C
ount
y M
etro
to lo
cate
bus
sto
ps in
cl
ose
prox
imity
to c
ontr
olle
d cr
ossi
ngs.
SDOT
is c
ontin
uing
to p
riorit
ize
new
pe
dest
rian
sign
als
and
cros
sing
upg
rade
s at
mul
ti-la
ne h
igh
volu
me
arte
rial
inte
rsec
tions
. Thi
s w
ork
is re
flect
ed in
the
Cros
sing
the
Road
way
pro
ject
list
.
68 | SEATTLE DEPARTMENT OF TRANSPORTATION
PMP
Stra
tegy
Actio
n20
17 S
tatu
s20
18 S
tatu
s3.
1 M
anag
e ve
hicl
e sp
eeds
Spee
d lim
it re
duct
ions
w
ill b
e co
nsid
ered
whe
n pl
anni
ng n
ew s
afet
y co
rrid
or p
roje
cts
and
on
stre
ets
whe
re h
igh
traf
fic
spee
ds a
re re
cord
ed.
The
May
or a
nd C
ity C
ounc
il ap
prov
ed
chan
ges
to s
peed
lim
its c
ityw
ide
in 2
016,
lo
wer
ing
the
spee
d lim
it on
all
non-
arte
rial s
tree
ts fr
om 2
5 M
PH to
20
MPH
an
d th
e de
faul
t art
eria
l spe
ed li
mit
from
30
MPH
to 2
5 M
PH, u
nles
s ot
herw
ise
post
ed. S
DOT
is c
urre
ntly
eva
luat
ing
the
new
ly-r
evis
ed s
peed
lim
its o
n ke
y co
rrid
ors
to m
easu
re th
eir i
mpa
ct o
n sp
eeds
and
col
lisio
ns.
SDOT
’s V
isio
n Ze
ro te
am a
re p
riorit
izin
g ou
r spe
ed li
mit
wor
k ar
ound
urb
an
villa
ges,
bec
ause
col
lisio
n da
ta s
how
s 80
%
of p
edes
tria
n cr
ashe
s ha
ppen
s in
urb
an
villa
ges.
The
Gre
enw
ood
urba
n vi
llage
w
as s
igne
d 25
mph
ear
lier t
his
year
and
m
ore
urba
n vi
llage
s ar
e sc
hedu
led
for
eval
uatio
ns in
the
com
ing
year
s. O
ther
ph
ysic
al im
prov
emen
ts to
con
trol
vehi
cle
spee
ds a
re s
uppo
rted
thro
ugh
plan
ned
SDOT
pro
ject
s.3.
2 Pr
ovid
e ne
ighb
orho
od
and
arte
rial
traf
fic c
alm
ing
mea
sure
s
SDOT
will
eva
luat
e re
chan
neliz
ing
and
rede
sign
ing
stre
ets
in
coor
dina
tion
with
maj
or
capi
tal p
roje
cts,
as
wel
l as
add
traf
fic c
alm
ing
whe
re h
igh
vehi
cle
spee
ds
are
mea
sure
d in
sch
ool
zone
s an
d ar
eas
with
hig
h pe
dest
rian
traf
fic.
The
com
plet
e st
reet
s re
view
pro
cess
was
re
cent
ly u
pdat
ed to
incl
ude
an e
valu
atio
n of
rech
anne
lizat
ion
pote
ntia
l for
all
stre
ets
with
four
or m
ore
thro
ugh
lane
s an
d le
ss
than
25,
000
aver
age
vehi
cles
per
day
.
SDOT
has
iden
tifie
d, s
elec
ted,
and
fund
ed
new
loca
tions
for n
eigh
borh
ood
traf
fic
calm
ing
thro
ugh
the
Your
Voi
ce, Y
our
Choi
ce p
artic
ipat
ory
budg
etin
g pr
oces
s.
SDOT
is p
roac
tivel
y ev
alua
ting
stre
ets
for
low
er s
peed
lim
its w
ith a
n em
phas
is in
ur
ban
villa
ges
and
inst
allin
g sp
eed
cont
rol
mea
sure
s—su
ch a
s sp
eed
cush
ions
and
ra
dar f
eedb
ack
sign
s—w
here
hig
h ve
hicl
e sp
eeds
war
rant
traf
fic c
alm
ing.
3.3
Eval
uate
pe
dest
rian
syst
em n
eeds
co
nsis
tent
with
th
e Co
mpl
ete
Stre
ets
polic
y
The
com
plet
e st
reet
s re
view
pro
cess
will
co
ntin
ue to
be
used
to
eva
luat
e de
sire
d pe
dest
rian
inve
stm
ents
w
ith n
ew c
apita
l pro
ject
s an
d SD
OT w
ill a
pply
thes
e pr
inci
ples
whe
n re
view
ing
proj
ects
pro
pose
d by
pr
ivat
e de
velo
pers
and
ot
her a
genc
ies.
SDOT
is c
urre
ntly
upd
atin
g th
e co
mpl
ete
stre
ets
chec
klis
t to
mor
e ac
cura
tely
re
flect
pro
gram
nee
ds a
nd e
nsur
e be
tter
coor
dina
tion
and
leve
ragi
ng o
ppor
tuni
ties
betw
een
prog
ram
s.
SDOT
is re
stru
ctur
ing
the
com
plet
e st
reet
s ch
eckl
ist t
o be
tter c
aptu
re m
odal
m
aste
r pla
n pr
iorit
ies
and
supp
ort
coor
dina
tion
betw
een
prog
ram
s. T
his
impr
oved
che
cklis
t will
hel
p to
ens
ure
that
pe
dest
rian
syst
em n
eeds
are
con
side
red
in th
e de
velo
pmen
t of a
ll SD
OT c
apita
l pr
ojec
ts.
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 69
PMP
Stra
tegy
Actio
n20
17 S
tatu
s20
18 S
tatu
s3.
4 Em
ploy
new
te
chno
logi
esN
ew te
chno
logi
es w
ill
be e
valu
ated
that
hav
e po
tent
ial t
o im
prov
e pe
dest
rian
safe
ty a
nd
acce
ss a
s w
ell a
s pr
ovid
e da
ta to
enh
ance
the
pede
stria
n ex
perie
nce.
SDOT
is c
ontin
uing
to e
xplo
re n
ew
tech
nolo
gies
and
sys
tem
s th
at b
enef
it pe
dest
rian
safe
ty a
nd a
cces
sibi
lity,
incl
udin
g th
e Cu
rb R
amp
and
Acce
ssib
ility
Ro
ute
Plan
ner.
Data
sou
rces
from
new
te
chno
logi
es, s
uch
as S
trav
a, a
re a
lso
bein
g us
ed to
ana
lyze
wal
king
beh
avio
r an
d de
velo
p sa
fety
ana
lyse
s, s
uch
as th
e BP
SA.
SDOT
is c
ontin
uing
to u
se n
ew
tech
nolo
gies
to a
naly
ze a
nd m
ap
pede
stria
n sa
fety
and
acc
essi
bilit
y fe
atur
es.
The
colle
cted
sid
ewal
k co
nditi
on
asse
ssm
ent d
ata,
for e
xam
ple,
is b
eing
us
ed to
impl
emen
t an
inte
ract
ive
side
wal
k ob
serv
atio
n to
ol th
at w
ill a
llow
us
to c
orre
ct o
r upd
ate
obse
rvat
ion
data
w
hen
we
perf
orm
insp
ectio
ns, i
nsta
ll m
itiga
tion
mea
sure
s su
ch a
s as
phal
t sh
ims
or b
evel
ing,
and
whe
n w
e ar
e no
tifie
d of
com
plet
ed s
idew
alks
repa
irs.
Afte
r im
plem
entin
g th
is a
pplic
atio
n, w
e w
ill d
evel
op a
n in
tera
ctiv
e w
eb m
ap a
nd
web
site
that
sup
port
s pr
oper
ty o
wne
r ed
ucat
ion
of li
abili
ty a
nd e
xpla
ins
the
side
wal
k re
pair
perm
ittin
g pr
oces
s.4.
1 En
forc
e ve
hicu
lar s
peed
lim
its a
nd
safe
driv
ing
beha
vior
s
SDOT
will
con
tinue
co
ordi
natio
n w
ith S
PD to
ta
rget
enf
orce
men
t alo
ng
safe
ty c
orrid
ors
and
in
loca
tions
with
a h
isto
ry o
f co
llisi
ons
and
spee
ding
. Th
is c
oord
inat
ion
will
in
clud
e th
e co
ntin
ued
use
of s
choo
l zon
e an
d re
d-lig
ht e
nfor
cem
ent c
amer
as
whe
re th
ey a
re m
ost
need
ed.
SDOT
has
wor
ked
with
SPD
to in
itiat
e da
ily
patr
ols
in th
e ce
nter
city
and
dev
elop
ed
city
wid
e en
forc
emen
t prio
ritie
s ba
sed
on
the
Hig
h Co
llisi
on E
valu
atio
n pr
ogra
m. I
n M
arch
201
7, S
PD b
egan
em
phas
is p
atro
ls
to c
omba
t driv
er im
pairm
ent,
spee
ding
, in
atte
ntio
n, a
nd fa
ilure
to y
ield
.
SDOT
has
dep
loye
d sc
hool
zon
e sp
eed
cam
eras
to 1
4 sc
hool
zon
es c
ityw
ide
and
red-
light
cam
eras
to m
ore
than
30
inte
rsec
tions
, whi
ch h
ave
sign
ifica
ntly
re
duce
d sp
eedi
ng a
nd c
ollis
ions
.
SDOT
and
SPD
hav
e co
ntin
ued
incr
ease
d em
phas
is to
com
bat n
egat
ive
driv
er
beha
vior
in th
e ce
nter
city
and
nea
r sc
hool
s. A
s a
resu
lt, S
DOT
has
seen
si
gnifi
cant
ly re
duce
d sp
eedi
ng a
nd
colli
sion
s. S
ince
the
star
t of t
he s
choo
l sp
eed
zone
saf
ety
cam
era
prog
ram
, the
av
erag
e nu
mbe
r of t
raffi
c vi
olat
ions
per
ca
mer
a pe
r day
has
dec
reas
ed b
y 64
pe
rcen
t, av
erag
e sp
eeds
hav
e de
crea
sed
by 4
per
cent
, and
90%
of p
eopl
e w
ho
rece
ive
a sp
eedi
ng c
itatio
n an
d pa
y it,
do
not p
ay fo
r ano
ther
cita
tion.
70 | SEATTLE DEPARTMENT OF TRANSPORTATION
PMP
Stra
tegy
Actio
n20
17 S
tatu
s20
18 S
tatu
s4.
2 Ex
pand
m
ultim
odal
tr
avel
er s
afet
y ed
ucat
ion
and
enco
urag
emen
t pr
ogra
ms
SDOT
will
con
tinue
to
part
ner w
ith s
choo
ls,
outs
ide
agen
cies
, and
ot
her o
rgan
izat
ions
to
educ
ate
and
enco
urag
e pe
ople
who
driv
e, b
ike,
ride
tr
ansi
t, an
d w
alk
to a
dopt
sa
fe p
ract
ices
.
SDOT
has
incr
ease
d ed
ucat
ion
and
enco
urag
emen
t effo
rts
in 2
016
and
2017
:•
Part
nere
d w
ith A
ARP
and
KOM
O N
ews
to re
lay
publ
ic s
ervi
ce
anno
unce
men
ts fo
r old
er a
dults
on
safe
pra
ctic
es•
Laun
ched
rein
forc
emen
t pat
rols
in
targ
et lo
catio
ns•
Initi
ated
new
dis
trac
ted
driv
ing
cam
paig
ns•
Part
nere
d w
ith ri
desh
are
com
pani
es
to o
ffer s
afe
ride
disc
ount
s,
disc
oura
ging
impa
ired
driv
ing
• Pr
esen
ted
trav
el ti
ps in
-per
son
to
unde
rrep
rese
nted
com
mun
ities
, in
part
ners
hip
with
the
Depa
rtm
ent o
f N
eigh
borh
oods
and
com
mun
ity-b
ased
or
gani
zatio
ns•
Part
nere
d w
ith C
asca
de B
icyc
le C
lub
and
Seat
tle P
ublic
Sch
ools
to p
rovid
e in
-cla
ssro
om w
alki
ng a
nd b
ikin
g sa
fety
ed
ucat
ion
to e
very
3rd
, 4th
, and
5th
gr
ade
clas
s•
Laun
ched
targ
eted
cam
paig
ns to
im
prov
e sa
fety
edu
catio
n ar
ound
sc
hool
s
SDOT
has
con
tinue
d to
exp
lore
new
ed
ucat
ion
and
enco
urag
emen
t effo
rts
in
2018
:•
Part
nere
d w
ith P
EMCO
Insu
ranc
e an
d Ca
mbr
idge
Mob
ile T
elem
atic
s to
laun
ch S
eattl
e’s
Safe
st D
river
–
an 8
-wee
k, a
pp-b
ased
saf
e dr
ivin
g co
mpe
titio
n th
at s
aw 4
,000
do
wnl
oads
and
pos
itive
beh
avio
r ch
ange
. Acr
oss
top
50%
of u
sers
, w
e sa
w 2
0% d
ecre
ase
in p
hone
di
stra
ctio
n an
d 16
% d
ecre
ase
in
spee
ding
.•
Cond
ucte
d re
-enf
orce
men
t pat
rols
(s
afet
y ed
ucat
ion
amba
ssad
or
team
s) n
ear l
ight
rail
stat
ions
and
al
ong
new
er fa
cilit
ies
(e.g
., 2n
d Av
e pr
otec
ted
bike
lane
ext
ensi
on)
• Pr
esen
ted
safe
trav
el ti
ps in
-per
son
to u
nder
repr
esen
ted
com
mun
ities
, in
par
tner
ship
with
Dep
artm
ent o
f N
eigh
borh
oods
’ Com
mun
ity L
iais
on
prog
ram
(we
also
pro
vide
d a
Visi
on
Zero
orie
ntat
ion
over
view
to a
coh
ort
of li
aiso
ns)
• Pa
rtne
red
with
ride
shar
e co
mpa
ny
Lyft
to p
rom
ote
safe
trav
el o
ptio
ns,
and
disc
oura
ge im
paire
d dr
ivin
g,
part
icul
arly
em
phas
izin
g hi
gh d
rivin
g at
eve
nts
like
Hem
pfes
t and
aro
und
4/20
• Cr
eate
d a
serie
s of
sho
rt p
ublic
se
rvic
e an
noun
cem
ents
and
a v
ideo
, sh
ared
via
soc
ial m
edia
, to
incr
ease
aw
aren
ess
of V
isio
n Ze
ro a
nd s
hare
sp
ecifi
c tip
s ar
ound
issu
es li
ke
dist
ract
ion
and
spee
ding
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 71
PMP
Stra
tegy
Actio
n20
17 S
tatu
s20
18 S
tatu
s5.
1 Pr
ovid
e pe
dest
rian
buffe
rs
SDOT
will
enc
oura
ge
pede
stria
n bu
ffers
and
in
corp
orat
e bu
ffers
into
al
l new
sid
ewal
k pr
ojec
ts,
whe
re s
pace
allo
ws.
An u
pdat
e to
the
Righ
t of W
ay
Impr
ovem
ents
Man
ual h
as b
een
publ
ishe
d th
at e
stab
lishe
s la
ndsc
apin
g an
d fu
rnis
hing
zon
e st
anda
rds
for a
ll st
reet
type
s. T
hese
sta
ndar
ds w
ill b
e in
corp
orat
ed in
to a
ll ne
w S
DOT-
built
and
pr
ivat
ely-
built
sid
ewal
k pr
ojec
ts.
SDOT
has
ado
pted
Str
eets
Illu
stra
ted—
the
upda
ted
Righ
t of W
ay Im
prov
emen
ts
Man
ual—
and
is a
ctiv
ely
usin
g its
pe
dest
rian
buffe
r sta
ndar
ds fo
r all
new
si
dew
alk
proj
ects
. The
se s
tand
ards
are
al
so a
pplie
d to
all
othe
r City
cap
ital
proj
ects
and
priv
atel
y-bu
ilt s
idew
alk
proj
ects
thro
ugh
the
Stre
et Im
prov
emen
t Pe
rmit
proc
ess.
5.2
Deve
lop
a co
ordi
nate
d w
ayfin
ding
sy
stem
A co
ordi
nate
d an
d us
er-
orie
nted
ped
estr
ian
way
findi
ng s
yste
m w
ill b
e de
velo
ped
with
par
tner
ag
enci
es a
nd n
eigh
borh
ood
grou
ps to
cre
ate
a m
ore
legi
ble
and
conn
ecte
d ci
ty fo
r bot
h vi
sito
rs a
nd
resi
dent
s.
SDOT
was
aw
arde
d a
2017
-201
9 W
SDOT
gr
ant t
o st
udy
a co
ordi
nate
d pe
dest
rian
way
findi
ng s
yste
m a
nd is
cur
rent
ly
scop
ing
the
two-
year
gra
nt fu
nded
pro
ject
.
Scop
ing
for t
he 2
017-
2019
WSD
OT
gran
t to
stud
y a
coor
dina
ted
pede
stria
n w
ayfin
ding
sys
tem
has
bee
n co
mpl
eted
an
d a
cons
ulta
nt te
am h
as b
een
sele
cted
. Sys
tem
pla
nnin
g an
d de
sign
w
ill ta
ke p
lace
ove
r 201
8-20
19 w
ith p
ilot
impl
emen
tatio
n in
Q3-
Q4 o
f 201
9.
5.3
Crea
te
invi
ting
pede
stria
n sp
aces
SDOT
will
enc
oura
ge a
nd
impl
emen
t ped
estr
ian
amen
ities
, art
wor
k, a
nd
pede
stria
n-on
ly s
pace
s th
at c
reat
e in
vitin
g, v
ibra
nt,
and
attr
activ
e st
reet
s fo
r pla
cem
akin
g an
d co
mm
unity
use
s.
SDOT
’s P
ublic
Spa
ce M
anag
emen
t Pr
ogra
m is
pilo
ting
and
impl
emen
ting
new
pr
ogra
ms,
suc
h as
par
klet
s, P
avem
ent t
o Pa
rks,
and
ped
estr
ian
stre
ets,
to in
crea
se
pede
stria
n us
e an
d ac
tivat
ion
of s
tree
t sp
ace
not n
eede
d fo
r veh
icle
trav
el. S
DOT
also
wor
ks c
lose
ly w
ith c
omm
unity
gro
ups
to im
plem
ent a
rtw
ork
and
neig
hbor
hood
pl
acem
akin
g el
emen
ts in
the
right
of w
ay.
SDOT
’s P
ublic
Spa
ce M
anag
emen
t Pr
ogra
m u
pdat
ed th
e pu
blic
am
enity
pe
rmit
for c
erta
in u
ses
such
as
publ
ic
seat
ing,
pla
nter
s, a
rtw
ork,
and
mur
als
by
no lo
nger
requ
iring
an
annu
al re
new
al fe
e an
d re
duci
ng th
e in
sura
nce
requ
irem
ents
fo
r app
lican
ts. T
his
redu
ces
finan
cial
ba
rrie
rs fo
r ind
ivid
uals
and
com
mun
ity
grou
ps p
ropo
sing
str
eets
cape
and
pub
lic
spac
e im
prov
emen
ts. I
n ad
ditio
n, th
e Pu
blic
Spa
ce M
anag
emen
t Pro
gram
is
wor
king
on
upda
ting
the
Side
wal
k Ca
fé p
rogr
am to
alig
n pe
dest
rian
zone
cl
eara
nce
requ
irem
ents
with
the
PMP
and
Stre
ets
Illus
trat
ed, r
educ
e ba
rrie
rs to
en
try,
and
expa
nd s
iting
opt
ions
, inc
ludi
ng
form
aliz
ing
the
stre
ater
y an
d fe
nce-
free
ca
fé p
ilot p
rogr
ams.
72 | SEATTLE DEPARTMENT OF TRANSPORTATION
PMP
Stra
tegy
Actio
n20
17 S
tatu
s20
18 S
tatu
s5.
4 Pr
omot
e an
d m
aint
ain
gree
n in
fras
truc
ture
in
the
right
of w
ay
SDOT
will
con
tinue
to
pur
sue
gree
n in
fras
truc
ture
with
new
si
dew
alk
proj
ects
by
impl
emen
ting
land
scap
ing
reco
mm
ende
d in
the
upda
ted
Righ
t of W
ay
Impr
ovem
ents
Man
ual a
nd
part
nerin
g w
ith S
PU to
pr
ovid
e na
tura
l dra
inag
e sy
stem
s.
The
rece
ntly
upd
ated
Rig
ht o
f Way
Im
prov
emen
ts M
anua
l enc
oura
ges
addi
tiona
l opp
ortu
nitie
s fo
r lan
dsca
ping
, tr
ees,
and
bio
rete
ntio
n.
SDOT
has
est
ablis
hed
part
ners
hips
with
SP
U on
four
sid
ewal
k pr
ojec
ts (c
urre
ntly
in
des
ign)
that
incl
ude
natu
ral d
rain
age
syst
ems
adja
cent
to th
e si
dew
alk.
SDOT
’s e
stab
lishe
d pa
rtne
rshi
p w
ith
SPU
to e
ncou
rage
opp
ortu
nitie
s fo
r la
ndsc
apin
g, tr
ees,
and
bio
rete
ntio
n as
des
crib
ed in
Str
eets
Illu
stra
ted,
will
le
ad to
the
impl
emen
tatio
n of
eig
ht 3
00’
bloc
k fa
ces
of w
alkw
ay im
prov
emen
ts
that
incl
ude
land
scap
ing
and/
or n
atur
al
drai
nage
and
thre
e 60
0’ b
lock
face
s w
hich
ar
e cu
rren
tly in
dev
elop
men
t.
5.5
Prov
ide
pede
stria
n-sc
ale
light
ing
The
2012
Ped
estr
ian
Ligh
ting
City
wid
e Pl
an
will
be
used
as
a gu
ide
to d
eter
min
e lo
catio
ns
and
prio
ritie
s fo
r new
pe
dest
rian-
scal
e lig
htin
g as
fund
ing
beco
mes
av
aila
ble.
SDOT
is e
mpl
oyin
g re
com
men
datio
ns in
th
e 20
12 P
edes
tria
n Li
ghtin
g Ci
tyw
ide
Plan
to e
valu
ate
new
cap
ital p
roje
cts
for
pede
stria
n lig
htin
g ne
eds
thro
ugh
the
com
plet
e st
reet
s re
view
pro
cess
.
SDOT
is c
ontin
uing
to im
plem
ent
reco
mm
enda
tions
from
the
2012
Pe
dest
rian
Ligh
ting
City
wid
e Pl
an. O
ne-
time
fund
ing
sour
ces
have
bee
n id
entif
ied
for t
he in
stal
latio
n of
ped
estr
ian
light
ing
in th
e So
uth
Park
are
a an
d as
par
t of t
he
Mar
ket t
o M
ohai
pro
gram
.
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 73
APPENDIX 3: ART AND ENHANCEMENTS TOOLKIT
The following matrix is derived from recommendations in the SDOT Art Plan and provides ideas and cost estimates for artistic enhancements that can be incorporated into PMP-driven capital projects. Each project will be evaluated independently to determine its eligibility for artwork and the type of enhancement it can accommodate.
TYPE IMAGEAPPROXIMATE COST RANGE FUNDING
CREATIVE BIKE RACK $50 - $100,000 1% for art funds
ART BENCH $50 - $100,000 SDOT construction funds
CRAFTSMAN GUARDRAIL
Varies SDOT construction funds
STONE OBJECTS $50,000 - $200,000 1% for art funds
CREATIVE BOLLARDS Varies SDOT construction funds
74 | SEATTLE DEPARTMENT OF TRANSPORTATION
TYPE IMAGEAPPROXIMATE COST RANGE FUNDING
PLANTERS Varies 1% for art funds
SIDEWALK POETRY $1000 - $10,000 SDOT construction funds
SIDEWALK INLAYS Varies 1% for art funds
SIDEWALK STAMPING / SANDBLASTING
Varies SDOT construction funds
SIDEWALK COLORING Varies SDOT construction funds
SIDEWALK TILING Varies 1% for art funds
SCULPTURE $50,000 - $200,000 1% for art funds
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 75
TYPE IMAGEAPPROXIMATE COST RANGE FUNDING
TINY ART $50,000 - $200,000 1% for art funds
TRAFFIC CONTROL SIGNAL BOX ART
$1000 SDOT community opportunity: www.seattle.gov/transportation/stuse_signalboxart.htm
76 | SEATTLE DEPARTMENT OF TRANSPORTATION
SEATTLE PEDESTRIAN MASTER PLAN IMPLEMENTATION PLAN 2019-2024 | 77
The Seattle Department of Transportation700 5th Avenue, Suite 3800PO Box 34996Seattle, WA 98124-4996(206) 684-ROAD (7623)www.seattle.gov/transportation 5.2019